MARCH    10,    1934 


EXARCH  2,  1931  IP 

IUII(III\/1L  ivuutrLTiO, 


Squadron  Commander  in  World 

War,  fietired  in   1919,  to 

Rest  in  Arlington 


IN  ANNAPOLIS  CLASS  OF  1878 

I  The  body  of  Rear  Admiral  Thomas- 
Slidell  Rodgers,  seventy-two,  U.  S.  N., 
retired,  was  to  be  sent  to  the  home  of 
his  brother,  Colonel  Alexander  Rodgers 
in  Washington  today.  Burial  will  be 
in  Arlington  Cemetery  tomQrrow.  Ad- 
miral Rodgers  died  In  Polyclinic  Hos- 
pital only  a  few  minutes  after  he  had 
become  a  patient  there. 

He  was  believed  to  have  recovered 
from  an  attacK  of  neuritis  when  he 
again  fell  ill  and  went  to  the  hospital. 

Rear  Admiral  Rodgers,  son  of  the 
late  Rear  Admiral  C.  Raymond  Perry 
Rodgers,  commanded  Squadron  3  and 
Division  6  of  the  battleship  force  of 
the  Atlantic  fleet  during  the  World 
War.     He  was  retired  In  1919. 

He  was  graduated  from  Annapolis  in 
1878  and  served  on  th  -  Moiiterey  in  the 
Spanish-American  War.  He  was  super- 
visor of  New  Yorlc  Harbor,  1911-1912, 
director  of  Naval  Intelligence,  1912- 
1913,  commander  of  the  battleship  New 
York,  1913-1915,  and  was  at  the  Naval 
War  College  from   1915  to  1917. 

Since  his  retirement  Admiral  Rodgers 
had  lived  at  the  University  Club  In  this 
city  and  in  Washington.  He  was  a 
member  of  the  University  and  New  York 
Yacht  Clubs  and  of  the  Alibe  and 
Metropolitan  clubs  of  Washington. 

Besides  his  brother,  Mrs.  Louis  Nlel- 
.len  of  this  city,  a  sister,  survives.  Ad- 
miral Rodgers  never  married. 


Captain  Who  Led  Destroyers 
in  World  War  Succumbs  in! 
Brooklyn;  Served  54  Years 


Capt.  Ward  Kenneth  Wort- 
man,  U.  S.  N.,  died  yesterday  in 
the  Naval  Hospital,  Brooklyn.  He 
was  born  on  Januai-y  31,  1880, 
in  Lafayette,  Indiana  and  entered 
the  naval  academy  in  1896  from 
Montana.  He  was  graduated  in 
the  class  of  1900. 

In  the  Spanish-American  war 
he  served  on  the  U.  S.  S.  New 
Orleans  and  the  U.  S.  S.  Solace. 
In  1918  he  was  ordered  to  com- 
mand the  U.  S.  S.  Rathburne  and 
later  had  additional  duty  at  the 
destroyer  base  in  New  York. 

WON  NAVAL  CROSS. 

Capt.  Wortman  served  overseas 

'  on   the  Rathburne  and   as  com- 

,  mander    of    Group    2,    destroyer 

force    in    European   waters.     For 

heroic  duty  in  the  World  War  he 

was   awarded   the  Naval  Cross. 

In  1919  he  took  command  of 
Flotilla  4  and  later  Flotilla  10,  de- 
stroyer squadron,  Pacific  fleet.  In 
1920  he  was  assigned  to  the  Naval 
War  College  and  later  to  Newport, 
R.  I.,  and  Boston,  Mass. 

In  1923  Capt.  Wortman  com- 
manded the  naval  station  in  Cuba 
and  in  the  following  year  the 
Destroyer  Squadron  9,  scouting 
fleet.  Three  years  later  he  was 
assigned  to  the  naval  base  in  the 
Canal  Zone  and  in  1928  to  the 
i, command  of  the  U.  S.  S.  Arizona. 

'  LEAVES  WIDOW. 

In  1930  Capt.  Wortman  was  as- 
signed to  command  the  submarine 
base  in  Pearl  Harbor,  Hawaii.  At 
the  time  of  his  death  he  was  as- 
signed to  duty  in  the  Hydro- 
graphic  Office  of  the  Third  Naval 
district. 

He  leaves  his  widow,  Charlott- 
H.,  of  455  E.  51st  St.,  this  city. 


MA^CH    0,    1934 


CIIPT.  F.  [IS, 
HONORED  ei  3 
NmiiS,  DIES 

Services  Here  Today  for  Son 
of  Famous  Admiral;  Burial 
Will  Be  In  Arlington  Grave 


Captain  Frank  Taylor  Evans, 
U.  S.  N.,  retired,  son  of  the  late 
Rear  Admiral  Robley  D.  (Fighting 
Bob)  Evans,  died  Wednesday  night 
in  the  Naval  Hospital,  Brooklyn. 

Captain  Evans,  a  veteran  of  the 
Spanish  -  American  and  World 
Wars,  came  of  a  distinguished 
naval  family.  He  was  a  nephew 
of  the  late  Rear  Admiral  H.  C. 
Taylor.  One  of  his  cousins  is  the 
wife  of  Rear  Admiral  W.  R.  Gher- 
ardi  and  another  cousin  is  the  wife 
of  Captain  E.  S.  Kellogg,  U.  S.  N„ 
retired. 

FOUGHT  AT  SANTIAGO. 

Captain  Evans  was  born  in  Swit- 
zerland September  9,  1875,  and  in 
1894  was  appointed  to  the  Naval 
Academy  at  Annapolis,  Md.,  by 
President  Cleveland.  He  was  grad- 
uated in  1898,  assigned  as  an  en- 
sign to  the  y.  S.  S.  Iowa,  com- 
manded by  his  father,  and  took 
part  in  the  battle  of  Santiago  July 
3  of  that  year. 

When_the  United  States  entered 

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NAVY  HERO 

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ARLINGTON  BURIAL— 
Capt.  Frank  Taylor  Evans, 
U.  S.  N.,  retired,  who  will 
receive  a  hero's  burial  in 
Arlington  National  Ceme- 
tery tomorrow.  He  died 
here  Wednesday. 


DECEMBER    5,     1934 

cIMT 

64,  RETIRED 
AOMl,  DEUD 

Heart  Attack  Fatal  to  Holder 
of  Navy  Cross;  Commanded 
Warship     in     World     War 


NEW  MILFORD.  Conn.,  Dec.  4| 
(AP)  .—Rear  Admiral  C.  L.  Hussey, 
United  States  Navy,  Retired,  of 
Washington.  D.  C,  and  Litchfield, 
died  of  a  heart  attack  today  after 
alighting  from  a  train. 

The  64-year-old  retired  officer, 
holder  of  the  U.  S.  Navy  Cross, 
was  stricken  on  the  railroad  plat- 
form as  he  was  about  to  enter  his 
automobile  to  be  driven  to  his 
Litchfield  home. 

Came  from  Capital 

Rear  Admiral  Hussey,  who  re- 
tired Oct.  1,  1927.  had  come  here 
from  Washington.  D.  C,  where  he 
resided  at  2029  Connecticut  ave. 

He  was  born  in  Rochester,  N.  H., 
Aug.  18,  1870,  was  graduated  from 
the  United  States  Naval  Academy 
in  1892  and  from  the  Naval  War 
college  in  1920.  He  was  promoted 
to  the  rank  of  Rear  Admiral  June 
4.  1926. 

During  the  Spanish-American 
War  he  served  on  the  Oregon  and 
in  1903  commanded  an  expedition 
to  Abys.sinia.  He  commanded  the 
Birmingham  during  the  World 
War  and  from  1922  to  1924  was 
the  naval  attache  to  the  American 
I  Embassy  at  London. 


A  HISTORY  OF  THE  TRANSPORT  SERVICE 


VICE  ADMIRAL  ALBERT  CLEAVES,  U.  S.  N. 


vnr.   MtMiMM     Mill. Ill   III  i;  v\i:s,  r.  s.  n. 


A  HISTORY  OF  THE 
TRANSPORT    SERVICE 

ADVENTURES  AND  EXPERIENCES  OF 

UNITED  STATES  TRANSPORTS  AND  CRUISERS 

IN  THE  WORLD  WAR 

BY 

VICE  ADMIRAL  ALBERT  CLEAVES,  U.  S.  N. 

COMMANDER   OF  CONVOY  OPERATIONS 
IN  THE  ATLANTIC  1917-1919 


WITH   123  ILLUSTRATIONS 
AND  DIAGRAMS 


NEV^  ^^lair  YORK 
GEORGE  H.  DORAN  COMPANY 


COPYRIGHT,  1921, 
BY  GEORGE  H.  DORAN  COMPANY 


PRINTED  IN  THEIUNITED  STATES  OF  AMERICA 


J) 

S  7  or/2. 


THIS   BOOK  IS  DEDICATED  TO  THE 

OFFICERS  AND  MEN 

OF  THE 

>.  CRUISER  AND  TRANSPORT  FORCE 

or 

^  WHO    ACHIEVED    WHAT    THE 

ca 

Zj  enemy  THOUGHT  IMPOSSIBLE 

•z. 

3 


340426 


PREFACE 

There  seems  no  excuse  for  offering  the  public  another 
book  of  personal  Memoirs  of  the  Great  War;  but  so 
much  has  been  written  about  all  the  different  phases  of 
preparation  and  action,  and  so  little  of  the  actual  trans- 
portation of  the  troops,  which'made  the  fighting  possible, 
that  I  have  yielded  to  the  persuasion  of  friends  and 
shipmates  to  add  my  contribution  to  the  daily  increasing 
stories  of  the  events  of  1917-18.  I  do  this  because  in  a 
measure  I  may  be  able  to  show  my  appreciation  of  the 
hard  work  done  by  the  officers  and  men  of  the  American 
Transports,  and  my  admiration  for  their  unsurpassed 
skill  and  endeavor  in  the  performance  of  their  duties. 
At  sea  almost  constantly,  in  the  severest  weather  that 
has  swept  the  Atlantic  Ocean  for  many  years,  these  Mas- 
ter Mariners  of  the  United  States  lived  up  to  the  highest 
traditions  of  the  sea,  and  brought  credit  to  their  coun- 
try. For  the  most  part  this  story  is  told  by  them,  in 
their  own  words,  and  so  far  as  possible  taken  from  their 
official  reports. 

In  thus  presenting  the  narrative  the  book  will  have 
served  its  purpose  if  it  throws  a  light  on  the  character 
and  professional  ability  of  those  officers  and  men  of 
the  Navy  who  had  the  good  fortune  to  take  our  gallant 
Army  to  France. 

I  am  much  indebted  to  Commander  C.  C.  Gill,  U.  S.  N., 
my  Aide  and  Flag  Secretary,  for  his  wise  counsel,  his 
unfaltering  assistance  while  preparing  the  manuscript, 
and  for  his  literary  skill  in  smoothing  out  my  patchwork 

vii 


viii  PREFACE 

in  getting  into  shape  a  mass  of  material  which  sndden 
orders  to  sea  forced  me  to  leave  confused  and  unfinished. 

Albeet  Gleaves, 

Admiral  U.  S.  Navy. 
Commander  in  Chief, 
United  States  Asiatic  Fleet. 
U.  S.  Flagship  South  Bdkota^ 
Vladivostok,  Siberia, 
13th  January,  1920. 


CONTENTS 

PAGB 

Introduction — The  Crisis  of  1917      ....       17 

CHAPTER 

I    The    Naval    Mission — Summary    of   Transport 

Operations 24 

II    The  First  Expedition 32 

III  The  Stay  in  France — The  Return  Voyage       .       50 

IV  Lessons    Learned    from    Experience    of    First 

Voyage — Repairing  the  German  Ships       .      .       62 

V    Safeguarding  the  Troopships 75 

VI    Development  of  Transport  Force — Returning 

the  Army        86 

VII    Sinking  of  Antilles — Finland  Torpedoed    .      .      ,     103 

VIII    Loss  of  President  Lincoln — Covington  Torpedoed    .     Ill 

IX    U-BoATS  Bring  War  to  American  Shores — San 

Diego  Sunk  by  a  Mine 133 

X    Mount  Vernon  Torpedoed 143 

XI     The  Work  of  the  Cruisers 154 

XII     Contacts    of    Transports    and    Cruisers  with 

Enemy  Submarines 161 

XIII    Orizaba  Depth  Bomb   Explosion — Great  Northern 
Collides  with  British  Freighter  Brinkburn — 

Fire  on  Board  the  Henderson 172 

ix 


X  CONTENTS 

CHAPTER  PAGE 

XIV    Sidelights  on  Transport  Life 180 

XV    The  Loss  of  the  TJ.  S.  S.  Ticonderoga       .     .     .     195 

XVI  Foreign  Transports  in  U.  S.  Convoy — Loss  of 
Dwinsk — Adventures  of  Lieutenant  White- 
marsh    .....     202 

XVII    Adventures  of  Lieutenant  Isaacs      ....     217 


APPENDICES 

A    Organization  of  Cruiser  and  Transport  Force  of  United 

States  Atlantic  Fleet,  July  1,  1916 240 

B  Report  by  months  of  transport  and  escort  duty  per- 
formed by  U.  S.  and  foreign  navies  up  to  the  signing 
of  the  armistice 241 

C  Report  by  months  of  transport  duty  performed  by  U. 
S.  Navy  and  all  other  ships,  U.  S.  and  foreign,  in  re- 
turning troops  and  other  passengers  to  U.  S.  prior  to 
signing  of  armistice 244 

D  Report  by  months  of  transport  duty  performed  by  U.  S. 
Navy  and  all  other  ships,  U.  S.  and  foreign,  in  re- 
turning troops  and  other  passengers  to  U.  S.  since 
signing  of  armistice 245 

E  Record  of  ships  of  the  cruiser  and  transport  force 
List  of  all  U.  S.  Naval  Transports  and  U.  S.  Battle- 
ships and  Cruisers  engaged  in  transporting  troops  to 
and  from  France  between  the  dates  of  June  14,  1917, 
and  October  1,  1919 246 

Battleships  and  cruisers  used  for  returning  ships      .      .     252 

Merchant  ships   converted   into  troop  transports  for 
returning  troops  after  signing  of  armistice  .      .     254 

.  German  ships  used  for  returning  troops  after  signing 

of  armistice 263 


CONTENTS  xi 


PAGE 


P    Record  of  ten  leading  ships,  cruiser  and  transport  force     264 

G    Sick  and  wounded  returned  by  the  cruiser  and  transport 

force,  during  1918  and  up  to  October  1,  1919        .      .     266 


Memorandum  of  von  Holtzendorff ,  Chief  of  the  German 
Admiralty 271 


ILLUSTRATIONS 

Vice  Admiral  Albeut  Gleaves,  U.  S.  N.      .      .      Frontispiece 

PAGE 

General  Pershing  and  Admiral  Gleaves  on  Deck  of 

U.  S.  S.  Seattle  in  the  Harbor  of  Brest        ....  28 

U.  S.  S.  Seattle 28 

Admiral  Gleaves  and  Aides  at  Jonchevy,  France,  5 

July,  1917 28 

Point  Espagnole,  Brest  Roadstead 28 

Ceremonies  at  LaFayette's  Tomb,  Picpus  Cemetery,  4th 

July,  1917 29 

St.  Nazarre  Harbor,  the  Landing  Place  of  the  First  Ex- 
pedition       29 

U.  S.  S.  Cydops,  "Mystery  Ship" 29 

Sea  Plane  Scouting 44 

Starting  Sea  Plane  off  Catapult 44 

Hoisting  in  Sea  Plane 44 

WatchiisTg  for  the  Enemy.     Mast-head  Lookout    .     .  44 

OBSERVATidN  Balloon  Towed  Aloft 44 

Blimp  Escorting  Transport  Through  Danger  Zone    .  44 

Convoy  of  Troopships  at  Sea 45 

Convoy  of  Troopships  at  Sea 45 

Convoy  of  Freighters  at  Sea 45 

Examples  of  Camouflage.    U.  S.  S.  Destroyers  Fairfax 

AND  Small 45 

Examples  of  Camoui^lage.   U.  S.  S.  North  Carolina     .     .  45 

The  German  Raider  See  Adler          57 

Damage  to  Pommern's  Boilers 68 

xiii 


xiv  ILLUSTRATIONS 

PAGE 

Prinzess  Irene.    Damaged  H.  P.  Cylinder,  Ready  for  In- 
sert, Preparatory  to  Welding 68 

Prinzess  Irene.  Insert  in  H.  P.  Cylinder  in  Place,  Ready 

TO  Weld 68 

Prinzess  Irene.     Finished  Weld  in  H.  P.  Cylinder   .      .  69 

Agamemnon,  Ex-Kaiser  Wilhelm  II.  Showing  Clearance 

Between  Stern  and  Head  of  Dock 69 

Agamemnon,  Ex-Kaiser  Wilhelm  II.  Showing  Clearance 

Between  Stern  and  Caisson  of  Dock      ....  69 

Captain  De  W.  Blamer,  U.  S.  N.,  Chief  of  Staff  .     .  69 

Naval  Transport  Gun  Crew 76 

Range  Finding 76  ' 

Adjusting  Timing  Mechanism  on  Depth  Bomb  of  "Y" 

Gun 76 

Depth  Charges  in  Position  for  Dropping     ....  76 

Decoy  Ship  with  Attending  American  Submarines      .  77 

A  Double  Depth  Charge  Fired  from  a  "Y"  Gun       .  77 

A  Convoy  Steering  a  Zig-zag  Course 77 

Recruiting  Poster  by  Herman  Reuterdahl       ...  77 

Burney  Gear,  Hoisting  in  One  of  the  Otters       .     .  77  . 

Burney  Gear.    Sketch  Showing  Method  of  Fitting  .  77 

American  Troops  Carried  by  Ships  of  Each  Nation       .  91 

U.  S.  S.  Leviathan  when  Sailing  under  the  German  Flag 

AS  the  Vaterland 92 

U.  S.  S.  Leviathan  in  Dress  of  Camouflage    ....  92 

Rear  Admiral  Hilary  P.  Jones,  U.  S.  N 92 

Rear  Admiral  Marbury  Johnston,  U.  S.  N 93 

Transport  Docking  at  Hoboken 93 

U.  S.  Cruiser  Charleston  Arriving  at  Hoboken  with  Re- 
turn Troops 93 


ILLUSTRATIONS  xv 

PAGE 

Number  of  Men  Transported  Monthly  to  France  .     .       95 

Ports  of  Embarkation   in   America  and   Debarkation 

Centers  in  Europe         97 

Down  the  Gang-Plank.     The  Last  "Over  the  Top"  .     108 

The  Kaiser's  Goat.    Official  Mascot  of  the  27th  Di- 
vision    108 

Disembarked  Troops,   in  the   Reservation  Yards  at 

Hoboken 108 

Decorations  at  Pier  in  Hoboken  to  Greet  the  Return 

of  General  Pershing 108 

Repatriated  German  Prisoners  on  U.   S.   S.  Princess 

Matoika 108 

Transport  Madawaska  Arriving  with  Troops  at  New- 
port News 109 

Soldiers  on  Deck  of  Madawaska  Awaiting  Their  Turn 
TO  Go  Ashore 109 

The  Imperator   while    in    Transport  Service  of  the 
United  States 109 

Torpedoing  of  the  President  Lincoln 112 

Sick  and  Wounded  Troops  at  Sea 124 

Wounded  Arriving  at  Hoboken 124 

Rough  Weather,     Rigging  for  Man  with  Compound 
Fracture  of  Leg 124 

The  X-ray  Plant  on  U.  S.  S.  George  Washington       .      .     124 

Rough  Weather.     Rigging  for  Man  with  Compound 
Fracture  of  Both  Legs 124 

Typical  Troop  Hospital  Installed  on  U.  S.  S.  Imperator      125 

Caskets  Brought  from  Overseas  Awaiting  Removal 
from  Pier  at  Hoboken 125 

President  Wilson  with  Officers  and  Crew  o^  the 

George  Washington 125 

U.  S.  S.  George  Washington  Carrying  t^ce  Presidential 
Party  to  France 125 


xvi  ILLUSTRATIONS 

PAGE 

Torpedoing  of  the  Covington 126 

U.  S.  S.  George  Washington  in  Brest  Harbor   ....  140 

President  and  Mrs.  Wilson  among  the  Wounded  on 

Deck  of  the  George  Washington 140 

The  U.  K.  152  on  Watch  for  Allied  Shipping  .      .      .  140 

U.  S.  S.  Ticonderoga 140 

The  Life  Boat  of  the  U.  S.  S.  Ticonderoga  Alongside  the 

U.  K.  152 140 

U.  S.  S.  Covington  Sunk  by  German  Submarine,  2  July 

1918 141 

U.  S.  S.  Covington  Listed  to  45  Degrees  Just  Before 

Up-ending 141 

U.  S.  S.  Covington.     Stern  Just  Going  Under       .      .      .  141 

U.  S.  S.  President  Lincoln  Sunk  by  German  Submarine 

U-90,  13  May  1918         141 

Troops  on  Deck  of  President  Lincoln  in  Danger  Zone     .  141 

U.  S.  S.  San  Diego  Sunk  by  German  Mine      ....  156 

Submarine  Division  Eight,  Operating  with  Transport 

Force 156 

U.  S.  Naval  Officers  Examining  a  German  Mine  Picked 

Up  off  the  American  Coast 156 

Shell  Hits  on  U.  S.  S.  0-6 156 

E-2  Making  a  Periscope  Observation  at  Slow  Speed  156 

Sea  Plane  View  of  Submarine  Firing  a  Torpedo  .      .  156 

Making  Passage.  U.  S.  Submarine  en  Route  to  Azores  157 

The  Deck  of  a  U-Boat 157 

Sea  Plane  View  of  Submarine  on  the  Surface            .  157 

Forecastle  of  a  U-Boat 157 

The  U-1 1 1  at  ]  7  Knots  with  an  American  Crew  Aboard  157 

Survivors  from  a  Torpedoed  Vessel  Afloat  in  an  Open 

Boat 157 


ILLUSTRATIONS  xvii 

PAGE 

The  E-2  Trailing  the  Schooner  Helvetia  (a  Decoy  Ship)  157 

Smoke  Screen  Thrown  by  Destroyers  Around  Mount 

Vernon 172 

No.  2  5-iNCH  Gun  on  Mount  Vernon  Coming  into  Action 

i-       on  the  Morning  of  5  September  1918       ....  172 

Hole  in  Hull  of  Mount  Vernon  Caused  by  Torpedo  .  172 

War  Nose  of  German  Torpedo  Found  in  Fire-Room  of 

Mount  Vernon 172 

Crew  on  Deck  of  Mount  Vernon  Shortly  After  Torpe'do 

Struck,  5  September  1918 172 

U.  S.  S.  Von  Steuben 173 

Admiral  Cleaves  and  Staff 173 

U.  S.  S.  Z)e  KaZ6 173 

Admiral  Cleaves  and  his  Flag  Lieutenant  Lawson    .  173 

Mascot  of  U.  S.  S.  Huntington 188 

Submarine    Lookout   in   Winter    Clothing   and   Life 

Jacket 188 

U.  S.  S.  Huntington 188 

Ice  on  Forecastle  of  a  Cruiser 188 

Frozen  Spray  During  Severe  Winter  of  1917-1918      .  188 

Cruiser  in  Heavy  Weather  at  Sea 189 

Types  of  Garments  Supplied  to  Men  Working  in  Ex- 

■;       POSED  Positions 189 

Torpedo  Striking  a  Steamer 189 

IT.  S.  Destroyer  Cassin  in  Dry  Dock  After  Being  Struck 

by  a  Torpedo 189 

U.  S.  S.  Henderson 204 

U.  S.  S.  Pocohontas  Loaded  with  Troops  on  Way  to  France, 

September,  1917 204 

U.  S.  S.  Great  Northern 204 

IT.  S.  S.  Orizaba 204 


xviii  ILLUSTRATIONS 

PAGE 

Bird's-eye  View  of  the  Harbor  of  Brest     ....  205 

Their  First  View  of  France.  Soldiers  on  the  Leviathan  205 

Lightering  Troops  Ashore  at  Brest 205 

Marines   Disembarking   at   French    Port   Direct   by 

Gangway  onto  Dock 205 

Crowded  Deck  of  Princess  Matoika 220 

Daily  Inspection  on  U.  S.  S.  Mercury 220 

A  Lesson  in  French  en  Route  to  France    ....  ,220 

Song  Service  Aboard  a  Troop  Ship 220 

Mess  Deck  Provided  with  Benches  and  Tables  for 

Troop  Use .     .     .     .     .     .     .221 

Bunks  Triced  Up  for  Inspection 221 

Troops  at  Mess  on  Swinging  Tables 221 

Part  of  Galley  Equipment  on  U.  S.  S.  George  Washington  221 


A  HISTORY  OF  THE  TRANSPORT  SERVICE 


A  HISTORY  OF  THE 
TRANSPORT  SERVICE 

INTRODUCTION 

THE  CRISIS  OF  1917 

In  April,  1917,  at  the  time  of  tlie  war  declaration  of  the 
United  States,  the  Allied  cause  was  in  serious  danger. 
Apparently  Germany  had  victory  within  her  grasp.  Both 
on  land  and  at  sea  William  Hohenzollern  was  at  the 
zenith  of  his  power.  France  was  on  the  verge  of  col- 
lapse. Great  Britain,  dazed  by  the  submarine  blow 
struck  at  her  trade  and  shipping,  found  her  sea  suprem- 
acy challenged  and  the  great  British  Navy  unable  to  pro- 
tect fully  the  commerce  essential  to  England's  existence. 
Had  the  German  genius  been  equal  to  the  role,  this 
would  have  been  the  year  for  the  supreme  effort  of  Prus- 
sian Militarism.  But  the  German  General  Staff  was 
contemptuous  of  the  unprepared,  peace-loving  peo- 
ple across  the  Atlantic.  The  War  Lords  miscalculated 
the  spirit  and  fighting  abilities  of  the  American  people. 
They  had  applied  their  own  formulas  in  reckoning  with 
a  nation  totally  unlike  their  own.  This  was  their  fatal 
error.  When  Ludendorff  in  the  Spring  of  1918  launched 
his  great  offensive,  it  was  too  late.  By  that  time  the 
U-boat  had  been  checked  and  Allied  supremacy  of  the 
sea  reestablished.  This  marked  the  wane  of  Prussian 
power. 

17 


18    HISTORY  OF  TRANSPORT  SERVICE 

The  fierce  attacks  and  temporary  successes  of  the 
enemy  on  the  Western  front  in  the  Spring  of  1918  rep- 
resented the  final  desperate  effort  to  wrench  victory 
from  defeat.  It  was  doomed  to  failure.  The  weight  of 
America's  potential  power  was  already  beginning  to  tip 
the  scales.  A  great  army  had  arisen ;  it  was  being  spir- 
ited across  the  seas,  and  a  few  months  later,  at  the 
Marne,  it  met,  turned,  and  routed  the  best  troops  of 
Germany.  This  reverse  shook  the  Hohenzollem  throne, 
and  served  notice  to  all  the  world  that  the  strength  of 
the  United  States  Army  was  equal  to  its  task. 

It  was  not  only  the  effective  fighting  of  our  Army 
which  contributed  so  much  to  win  the  war.  Even  more 
overwhelming  was  the  surprise  of  its  presence,  its  dem- 
onstrated ability  to  fight,  and  the  conviction  forced  upon 
the  German  command  that  there  was  an  unending  stream 
of  the  same  fighting  power  pouring  in  upon  the  battle- 
fields. 

All  this,  however,  came  one  year  after  the  crisis  of 
1917.  Judgment  in  retrospect  is  often  influenced  by  the 
light  of  later  events.  In  view  of  what  has  happened 
since  May,  1917,  to  the  casual  inquirer  it  now  appears 
to- have  been  a  natural  and  obvious  course,  that  the 
United  States  should  have  devoted  all  its  resources  to 
raising,  equipping  and  transporting  a  great  army.  Analy- 
sis and  reflection,  however,  show  that  this  was  not  an 
ordinary  enterprise  either  in  conception  or  in  execution. 
On  the  contraiy,  it  was  unique  and  remarkable.  There 
is  little  risk  of  hyperbole  in  venturing  the  opinion  that 
the  raising,  transporting  and  supplying  overseas  of  this 
army  of  two  million  men  will  be  finally  ranked  as  one  of 
the  greatest  achievements  in  the  annals  of  history. 

Turning  back  now  to  the  Spring  of  1917,  we  find  that 
on  land  German  arms  were  ascendant  on  all  fronts.    In 


THE  CRISIS  OF  1917  19 

the  East,  Russia  had  been  almost  eliminated  as  a  mili- 
tary factor ;  Roumania,  Serbia  and  Montenegro  had  been 
conquered;  Bulgaria  and  Turkey,  although  ostensibly 
Allies  of  Germany,  were  actually  under  the  Prussian 
yoke ;  the  aims  of  the  German  Eastern  Policy,  which  in- 
cluded a  German  Mittel-Europa,  had  been  realized,  and 
it  only  remained  to  compel  the  Western  countries  to 
recognize  them.  In  the  West,  although  foiled  in  the  at- 
tempt to  crush  France,  German  arms  had  attained  con- 
siderable success;  Belgium  and  Luxemburg  had  been 
overrun;  Holland  had  been  isolated;  and  a  valuable  strip 
of  Northern  France  had  been  occupied. 

On  the  Western  front,  likewise,  the  adverse  factors 
in  the  military  situation  must  be  appreciated;  it  is  true 
that  Joffre  had  stopped  the  enemy  at  the  Mame  in  1914, 
and  that  the  German  offensive  against  Verdun  in  1916 
had  failed,  but,  on  the  other  hand,  the  much-heralded 
Allied  offensive  for  the  Spring  of  1917  was  at  that  time 
also  ending  in  failure.  The  hope  of  Allied  victory 
aroused  by  German  readjustments  along  the  Hindenburg 
line  had  been  quenched  by  their  stubborn  defense  in  the 
Battle  of  Arras  (April-May,  1917),  and  it  had  become 
evident  that  success  in  ''breaking  through"  the  German 
positions  was  no  nearer  than  it  had  been  before  the 
costly  Battle  of  the  Somme. 

The  Italians  had  also  been  unable  to  develop  a  suc- 
cessful offensive.  In  fact,  both  in  the  East  and  in  the 
West  the  Central  Powers  were  showing  ability  to  hold 
fast  all  the  great  military  advantages  they  had  gained. 
It  is  not  surprising  that  enemy  hopes  ran  high,  while 
the  Allied  peoples  were  depressed. 

Nor  did  the  enemy  fail  to  exploit  their  advantage. 
For  long  years  they  had  prepared  for  this  opportunity 
and  the  German  Government  had  a  special  army  of  secret 
agents  and  political  hirelings  scattered  throughout  for- 


20    HISTORY  OF  TRANSPORT  SERVICE 

eign  countries  instructed  to  kindle  sedition  and  under- 
mine Allied  morale.  In  this  connection,  it  is  interesting 
to  recall  the  " Spurlos  Versenkt"  ^  incident,  the  Zimmer- 
man note  (scheming  the  return  of  New  Mexico,  Arizona, 
California,  and  Texas  to  Mexico),  the  rumor  of  a  Ger- 
man-Japanese treaty,  and,  most  significant  of  all,  the 
political  disintegration — almost  always  a  consequence  of 
military  disaster  in  the  field — ^proceeding  in  France  in 
the  Spring  of  1917.  Even  now,  few  people  in  this  coun- 
try appreciate  that  enemy  agents  had  attained  such  pow- 
er in  Paris  that  they  then  worked  almost  in  the  open, 
spreading  corruption  both  in  the  homes  and  in  the 
trenches.  When  French  regiments  mutinied  and  the 
Commanders  in  the  field  reported  explicitly  to  their  gov- 
ernment the  sources  from  which  sedition  was  propagated, 
officials  either  would  not  or  dared  not  take  prompt  effec- 
tive action.  All  this  was  revealed  at  the  trial  of  Malvy, 
then  Minister  of  the  Interior,  and  charged  with  safe- 
guarding France  against  enemy  machinations.  He  was 
finally  convicted  for  neglect  of  duty  and  banished.  Also, 
the  then  Head  of  the  Secret  Police,  together  with  the 
Assistant  Prefect  of  Police  in  Paris,  were  later  sen- 
tenced to  prison  for  intercourse  with  the  enemy  during 
this  period.  It  was  not  until  after  the  first  American 
Expedition  had  landed  in  France  and  Clemenceau  had 
been  swept  into  power  that  these  alarming  conditions 
were  fully  exposed  and  dealt  with  effectively. 

Bad  as  was  this  1917  situation  on  land,  the  situation 
on  the  sea  was  even  more  threatening.  The  German 
Government  had  broken  away  from  international  law 
and  on  February  1,  1917,  had  begun  a  campaign  of  un- 
restricted submarine  warfare.  This  had  been  planned 
as  the  great  German  offensive  of  1917.    It  was  a  blow 

'  "Spurlos  Versenkt,"  the  conception  of  German  diplomacy  by  wliich  all  evi- 
dence of  U-boat  uDscrupulousnoss  was  to  be  obliterated  by  sinkinR  without 
leaving  a  trace  of  ship,  crew,  or  passengers. 


THE  CRISIS  OF  1917  21 

aimed  at  the  vitals  of  the  Allies,  their  lines  of  communi- 
cation, and  so  careful  and  thorough  had  been  its  prep- 
aration that  it  came  perilously  near  to  success.  When 
the  United  States  entered  the  war  German  U-boats  were 
sinking  merchant  ships  at  the  alarming  rate  of  800,000 
tons  a  month.  This  placed  England  in  desperate  straits 
and  unless  these  submarine  depredations  could  be 
checked,  the  time  that  Great  Britain  could  hold  out  was 
simply  a  matter  of  mathematics.  Nor  was  this  the  only 
success  scored  by  the  German  Navy.  The  more  or  less 
prevalent  conception  that  German  Naval  Power  took  no 
important  part  in  the  war  is  erroneous.  The  cover  of 
German  dreadnought  guns  permitted  the  U-boats  to  slip 
out  on  their  deadly  purpose:  the  High  Seas  Fleet  had 
accomplished  an  essential  mission  in  preventing  a  close 
blockade,  in  converting  the  Baltic  practically  into  a  Ger- 
man Lake,  in  lending  aid  to  the  Armies  advancing  against 
Kussia,  and  in  keeping  the  great  British  naval  establish- 
ment busy  in  the  North  Sea. 

Also  of  far-reaching  consequence  had  been  the  success 
of  the  Goeben  and  Breslau  in  escaping  to  Constantinople. 
This  influenced  Turkey  to  enter  the  war  and  contributed 
to  the  defeat  suffered  by  the  Allies  in  their  attempt  to 
force  the  Dardanelles.  Thus  did  the  German  Navy 
blockade  Western  and  Southern  Eussia.  Communica- 
tions via  the  Northern  and  Eastern  ports  of  Russia  were 
slow,  inadequate  and  uncertain. 

Such  in  brief  were  conditions  on  land  and  on  sea 
when  the  United  States  entered  the  war.  The  leaders  of 
France  and  England  were  keenly  alive  to  the  crisis  ex- 
isting at  this  time  and  the  need  of  impressing  it  upon  the 
government  of  their  new  associate.  Both  countries  lost 
no  time  in  dispatching  military  and  naval  envoys  to 
Washington.  In  April,  1917,  the  Joffre  Mission  arrived 
from  France  and  the  Balfour  Mission  from  England. 


22    HISTORY  OF  TRANSPORT  SERVICE 

Their  object  was  to  urge  tlie  prompt  and  active  assist- 
ance of  the  United  States.  The  Allied  Admirals  re- 
quested the  Navy  Department  for  as  many  destroyers 
as  possible,  but  said  "even  one"  would  suffice  to  serve 
notice  to  the  Central  Powers  that  the  United  States  was 
in  the  war  in  earnest.  With  the  same  desire  for  moral 
effect,  Joffre  pleaded  for  at  least  one  division  of  the 
Army  to  be  sent  to  France  at  once. 

The  first  fruits  of  these  Allied  appeals  were  the  dis- 
patch of  six  destroyers  to  Europe.  The  readiness  of 
these  destroyers  for  foreign  service,  when  the  call  came, 
was  a  matter  of  gratification  to  the  entire  country.  They 
were  followed  at  intervals  by  nearly  the  entire  destroyer 
force,  only  a  few  of  the  older  type  being  retained  for  pa- 
trol and  escort  duty  on  our  own  coast. 

No  doubt  Germany  anticipated  that  her  unrestricted 
submarine  offensive  would  cause  the  United  States  to  en- 
ter the  war.  This  was  not,  however,  a  sufficient  deter- 
rent. Germany  was  confident  that  her  U-boats  would 
prevent  the  United  States  from  taking  an  effective  part. 
The  enemy  counted  upon  our  unpreparedness  and  did  not 
think  it  possible  for  this  country  to  transport  and  supply 
overseas  a  large  army.  And  it  should  be  added  that 
some  of  the  leading  Allied  strategists  took  a  view  hardly 
more  sanguine  as  to  the  extent  of  America's  war  effort.^ 
In  the  glamour  of  our  overwhelming  victory  there  is  a 
tendency  in  present-day  discussion   to   underrate   the 

'  On  19th  July,  1017,  the  British  Naval  Authority  Admiral  Boresford  ex- 
pressed himself  as  follows :  "At  the  present  rate  of  losses — British,  Allied,  and 
Neutral,  average  from  1st  of  February  to  14th  July  (say  about  six  months)  — 
I  make  out  that  British,  Allies  and  Neutrals  are  losing  ships  at  the  rate  of 
about  seven  million  tons  a  year.  I  also  make  out  that  if  the  allied  ship- 
building tirms  of  the  world  put  forward  their  full  strength  as  at  present,  they 
could  not  produce  more  than  four  million  tons  of  now  shipping,  in  other  words 
about  one-half.  I  am  also  distressed  at  the  fact  that  it  apijcars  to  me  to  be 
impossible  to  provide  enough  ships  to  bring  the  American  Army  over  in  hundreds 
of  thousands  to  Prance,  and,  after  they  are  brought  over,  to  supply  the  enormoua 
amount  of  shipping  which  will  be  required  to  keep  them  foil  op  with  monlr 
tion,  food  and  equipment." 


THE  CRISIS  OF  1917  23 

product  of  the  deliberations  of  the  expert  German  Gen- 
eral Staff  which  directed  the  enemy  policy  as  well  as 
military  effort.  It  must  be  admitted  by  unprejudiced 
opinion,  based  on  a  measured  view  of  the  military  situa- 
tion in  the  Spring  of  1917,  that  Germany  had  at  least 
plausible  grounds  for  her  conclusions.  (The  German 
point  of  view  is  given  in  detail  in  a  German  Admiralty 
memorandum  reproduced  in  the  appendix,  p.  271.) 

The  German  Staff  argued  that  in  the  face  of  their 
submarine  campaign  and  the  consequent  shortage  of 
shipping  which  was  already  causing  embarrassment  to 
England  and  France,  the  United  States  would  never  ven- 
ture the  overseas  transportation  and  supply  of  an  effec- 
tive army ;  and  if  they  did  venture  this  hazardous  under- 
taking the  U-boats  would  see  to  it  that  disaster  should 
attend  and  make  impossible  its  accomplishment.  Few 
informed  critics  will  venture  to  attack  this  opinion  as 
altogether  illogical.  On  the  contrary,  the  experience  of 
previous  wars  viewed  in  the  light  of  the  then  current 
official  utterances  and  state  papers,  seemed  rather  to 
support  the  argument  that  the  interest  of  the  United 
States  in  the  issue  did  not  constitute  a  sufficiently  im- 
pelling motive  to  induce  the  government  to  make  a  deci- 
sion involving  a  great  risk. 

The  decision  to  send  the  United  States  Army  to  the 
Western  front  was  made,  however,  and  ultimate  victory 
or  defeat  hinged  upon  whether  or  not  this  decision — the 
overseas  transportation  and  supply  of  an  effective  army 
— could  be  successfully  carried  out. 


CHAPTER  I 


THE  NAVAL  MISSION— SUMMARY  OF  TRANSPORT 
OPERATIONS 


THE  NAVAL.  MISSION 

The  work  of  the  Navy  in  connection  with  the  transporta- 
tion of  troops  to  France  constitutes  a  distinctive  feature 
of  the  World  War.  As  has  been  pointed  out  in  the  Intro- 
duction^ the  "attending  political  and  mihtary  circum- 
stances incident  to  the  collapse  of  Russia,  the  critical 
situation  on  the  Western  front,  and  the  threat  of  tho 
German  submarine  combined  to  make  the  undertaking  of 
special  significance,  and  throughout  the  year  following 
the  entry  of  the  United  States  into  the  war  the  military 
and  naval  developments  were  such  that  the  safe  transpor- 
tation across  the  Atlantic  of  troops  and  supplies  became 
a  problem  of  more  and  more  pressing  importance. 

The  United  States  Army  in  France  was  a  decisive 
factor  in  obtaining  speedy  victory.  The  transportation 
of  this  army  overseas  under  naval  protection  waSj  there- 
fore, a  major  operation  of  first  importance.  A  large 
share  of  this  urgent  mission  devolved  on  the  United 
States  Navy,  and  its  successful  accomplishment  in  the 
face  of  great  difficulties  is  another  page  to  the  record  of 
the  service  in  keeping  with  its  past  history  and  traditions. 

Much  confusion  of  thought  has  existed  as  to  just  how 
the  vast  work  of  transporting  a  United  States  Army 
numbering  2,079,880  souls  to  Europe  was  accomplished. 
It  is  unfortunate  that  misinformation  should  be  dissemi- 

24 


THE  NAVAL  MISSION  25 

nated  respecting  an  operation  in  which  the  different  or- 
ganizations concerned  performed  their  respective  func- 
tions in  utmost  harmony  and  cooperation.  All  did  their 
allotted  parts  splendidly  and  efficiently.  All  share  in  the 
satisfaction  resulting  from  the  successful  accomplishment 
of  a  difficult  and  urgent  undertaking. 

Inasmuch  as  the  principal  field  of  British  naval  activ- 
ities was  the  North  Sea  and  English  Channel — the 
Grand  Fleet  containing  the  enemy  High  Seas  Fleet  was 
an  essential  condition  without  which  neither  troop  trans- 
ports nor  freighters  could  have  sailed — the  task  of  break- 
ing the  U-boat  blockade  in  the  Atlantic  naturally  became 
the  immediate  mission  of  the  United  States  Navy.  The 
prompt  dispatching  of  destroyers,  coast  guard  cutters, 
yachts,  and  all  other  available  craft  of  a  type  useful 
against  the  submarine,  to  the  East  Atlantic,  and  the 
splendid  work  accomplished  by  these  vessels  and  others 
later  sent  to  augment  their  strength,  in  cleaning  up  these 
waters  of  U-boat  devastation  is  a  matter  of  record,  the 
importance  of  which  in  winning  the  war  is  conceded  from 
all  quarters.  This  was  the  first  step  in  preparation  for 
sending  the  United  States  Army  overseas. 

The  next  step  was  the  development  of  the  transport 
service  and  the  convoy  and  escort  system.  In  this  work 
the  Cruiser  and  Transport  Force  cooperated  with  the 
destroyers  and  other  anti-submarine  craft  abroad.  In 
addition.  Great  Britain,  France  and  Italy  supplied  troop 
ships.  As  would  be  expected  from  Great  Britain's  enor- 
mous merchant  marine,  she  was  able  to  supply  the  great- 
est carrying  capacity.  She  had  the  ships  ready  for  this 
use,  and  481/4  per  cent  of  the  American  Army  were  trans- 
ported in  British  steamers ;  2iA  per  cent  were  carried  in 
French  ships,  and  3  per  cent  in  British  leased  Italian 
vessels.    The  remaining  461/4  per  cent  were  carried  in 


26      HISTORY  OF  TRANSPORT  SERVICE 

United  States  ships,  and  all  but  21/^  per  cent  of  these 
sailed  in  United  States  naval  transports. 

All  the  troops  carried  in  United  States  ships  were 
escorted  by  United  States  men-of-war;  that  is,  cruisers, 
destroyers,  converted  yachts,  and  other  anti-submarine 
craft.  Also  for  the  most  part  the  troops  carried  in 
British,  French  and  Italian  ships  were  given  safe  con- 
duct through  the  danger  zones  by  United  States  destroy- 
ers. Eoughly,  82%  per  cent  of  the  maximum  strength 
of  the  naval  escort  provided  incident  to  the  transporta- 
tion of  United  States  troops  across  the  Atlantic  was 
supplied  by  the  United  States  Navy,  Mi/s  per  cent  by 
the  British  Navy,  and  3l^  per  cent  by  the  French  Navy. 

In  making  our  Army  in  France  effective,  special  men- 
tion should  be  made  of  the  Naval  Overseas  Transporta- 
tion Service.  Little  could  have  been  accomplished 
without  these  unromantic,  rusty,  slow  plodding  tramps, 
transporting  food,  munitions  and  supplies. 

It  was  one  of  the  anomalies  of  this  war  due  to  our 
small  deep  sea  merchant  marine  that  instead  of  mer- 
chant sailors  being  called  upon  to  help  man  our  battle- 
ships, the  war  fleet  was  called  upon  to  help  supply  trained 
officers  and  men  for  transports  and  freighters. 

The  newly-created  Emergency  Fleet  Corporation  and 
the  Shipping  Board  did  their  best,  and  indeed  accom- 
plished wonders  in  quickly  building  and  equipping  a  vast 
merchant  fleet ;  but  in  obtaining  civilian  crews  to  operate 
the  ships  they  were  heavily  handicapped  by  labor  condi- 
tions and  the  lack  of  trained  seamen.  When  the  shipping 
board  turned  to  the  Navy  for  assistance,  that  our  naval 
establishment  was  ready  to  operate  successfully  an  enor- 
mous merchant  fleet  was  a  war-winning  factor  which  is 
now  too  frequently  overlooked. 

In  the  latter  part  of  1917,  the  Naval  Overseas  Trans- 
'  portation  Service  was  organized  under  the  Navy  Depart- 


THE  NAVAL  MISSION  27 

ment  and  supervising  branch  offices  were  established  in 
the  principal  Atlantic  ports ;  72  vessels  were  originally 
assigned  to  this  service  but  when  the  Armistice  was 
signed  the  Navy  had  a  cargo  fleet  of  453  ships,  including 
106  ready  to  be  taken  over.  The  Naval  Personnel  oper- 
ating these  ships  numbered  5,000  officers  and  45,000  en- 
listed men.  This  cargo  fleet  was  additional  to  the  fleet 
of  troop  transports  also  manned  by  the  Navy. 

The  crews  of  some  of  these  freighters  endured  the 
greatest  hardships  of  the  war.  They  faced  not  only  the 
menace  of  the  U-boat,  but  also  the  perils  of  the  deep, 
danger  of  collision  and  shipwreck,  and  the  liability  of 
instant  death  by  accident  from  inflammable  and  explosive 
cargoes. 

Nor  should  the  Ship  Control  Committee  be  forgotten. 
This  Committee,  headed  by  Mr.  P.  A.  S.  Franklin,  was 
charged  with  loading  the  cargo  and  quick  turn-around  of 
the  vessels.  The  services  of  Mr.  Franklin  and  his  as- 
sistants are  part  of  the  history  of  war  transportation 
and  supply.  To  quote  the  expression  of  General  Shanks 
(Commanding  General  at  the  Port  of  Embarkation  in 
New  York),  "Our  great  embarkation  service  was  of  a 
threefold  character,  the  Navy,  the  Army,  and  the  Ship 
Control  Committee." 

At  the  time  of  our  entry  into  the  war,  although  we 
had  a  very  small  deep-sea  Merchant  Marine,  our  coast- 
wise and  inland  shipping  industry  was  a  flourishing  one. 
The  ships  for  the  most  part  were  unsuitable  for  overseas 
work,  but  the  personnel  trained  in  them  was  of  excellent 
quality  and  proved  an  invaluable  accession  to  naval 
strength.  I  think  I  can  speak  with  authoriij  of  the  fine 
work  done  by  both  officers  and  men.  In  the  C  aiser  and 
Transport  Force  the  Merchant  Marine  and  the  Navy 
worked  together,  without  difference  or  distinction,  shoul- 
der to  shoulder,  "all  of  us  together  on  the  capstan  bars.'* 


28    HISTORY  OF  TRANSPORT  SERVICE 

The  outstanding  lesson  which  the  experience  of  the 
war  has  driven  home  is  the  vahie  both  in  peace  and  in 
war  of  a  prosperous  deep  sea  Merchant  Marine. 


SUMMARY   OF   TRANSPOET   OPERATIONS 

Previous  to  1917  the  idea  of  a  United  States  overseas 
expeditionary  force  numbered  by  millions  was  regarded 
as  a  remote  if  not  impossible  contingency.  Consequently 
no  extensive  peace-time  preparations  had  been  made  for 
such  an  undertaking.  The  declaration  of  war  with  Ger- 
many found  the  United  States  without  a  transport  fleet 
and  without  a  merchant  marine  capable  of  supplying 
ships  for  transporting  a  large  military  expedition.  At 
this  time  the  Cruiser  and  Transport  Force  had  not  been 
developed.  Of  the  twenty-four  cruisers  later  gathered 
together  for  war  service  in  this  command,  some  were  in 
the  Atlantic  Fleet,  some  on  special  duty,  some  unas- 
signed,  while  still  others  were  in  the  navy  yards  in  re- 
serve, manned  by  reduced  complements.  Out  of  the 
forty-eight  naval  transports  engaged  in  carrying  troops 
abroad  only  two  were  then  in  the  naval  service.  These 
were  the  Henderson,  still  under  construction,  but  nearing 
completion,  and  the  Hancock,  an  old  vessel  of  slow  speed, 
later  withdraAvn  from  overseas  transport  duty  because 
of  her  unseaworthy  condition.  The  Army  had  a  few 
transports  but  they  were  not  suitable  or  ready  for  trans- 
Atlantic  service. 

Thus  it  was  that  our  Navy  entered  a  new  field  of 
operations.  Without  warning,  the  Navy  Department  and 
the  War  Department  were  confronted  with  the  problem 
of  sending  to  Europe  hundreds  of  thousands  of  soldiers 
— ^how  many,  no  one  could  tell.  Joffre,  in  an  interview 
with  the  Secretary  of  War  in  May,  1917,  said  that  he 
thought  that  400,000  would  be  our  limit,  and  that  one 


GENKRAL   PERSHING   AND  ADMIRAL  GLEAVES   ON  DECK   OF 

u.  s.  s.  "Seattle"  in  the  harbor  of  brest 


U.  S.  S.   "SEATTLE" 


AD.-MIRAL  CII.KAVES  AND  AIDES  AT  JONCIIEVY,  FRANCE,  5   JULY 
1917.     HEADQUARTERS   OF  GENERAL   MICHELER, 
COMMANDING  5tH   FRENCH   ARMY 


^^^*6»S^^    ^, 


I'OINT   ESI'AGNOLE,   CONVOY   RECONNAISSANCE 
I'OINT,  UHEST  ROADSTEAD 


?csi?i'sS^ 


CEREMOXIES  AT  LAFAYETTe's  TOMB,  PICPUS  CEMETERY,  4tH  JUI.Y, 
1917.     FROM  LEFT  TO  RIGHT:  GEKERAL  PERSHING;   BRAND 
WHITLOCK,  U.  S.   MINISTER  TO   BELGIUM;   ADMIRAL  CLEAVES; 
M.   PAINLEVE,  MINISTER    OF   WAR,  FRANCE 


CONGESTED    COXDITIOX    OF  ST.    XAZATRF,    HARBOR.   TITE    I.AXniVG 
PLACE  OF  THE   FIRST  EXPEDITIOX 


I'.  S.  S.  "CVCI.OrS,"   ".^lYSTKHV   SIIU'"' 


THE  NAVAL  MISSION  29 

French  port  would  be  sufficient  to  receive  them.  How 
amazed  he  would  have  been  could  he  have  looked  into 
the  crystal  and  seen  what  this  country  transported  to 
France  in  men  and  material  during  the  next  eighteen 
months. 

It  is  a  remarkable  and  noteworthy  example  of  Amer- 
ican ingenuity  and  zeal  that,  starting  with  almost  noth- 
ing at  the  beginning  of  the  war,  a  United  States  naval 
transport  service  was  built  up  which  carried  almost  a 
million  soldiers  to  Europe.  In  spite  of  the  determined 
efforts  of  submarines  to  prevent  it,  their  numerous  at- 
t«;^pts  were  frustrated  and  these  troops  were  landed  in 
^■^rope.  This  was  accomplished  without  the  loss  of  a 
si^igle  soldier  by  the  hand  of  the  enemy.^ 
"s  The  splendid  cooperation  of  the  Army  made  this  pos- 
sible. The  Army  organized  and  developed  an  efficient 
system  for  loading  and  unloading  the  ships  at  the  ter- 
minal points.  The  Navy  transported  the  troops  and 
safeguarded  them  en  route. 

General  Ludendorff 's  book  reveals  the  promises  made 
by  the  German  naval  chiefs  that  their  submarines  would 
prevent  the  transportation  of  United  States  troops. 
When  the  soldiers  began  to  arrive  the  German  people  and 
the  German  press  began  to  complain  bitterly  that  these 
promises  had  not  been  kept.  In  spite  of  renewed  promises 
and  redoubled  efforts  our  transports  continued  to  arrive 
without  losses  while  East-bound.  This  resulted  in  the 
fall  of  von  Capelle.  His  successor,  Admiral  von  Mann, 
was  equally  unsuccessful,  although  for  a  time  submarines 
were  diverted  from  trade  routes  to  concentrate  their  ef- 
forts against  our  transports.  When  the  British  steamer 
Justicia  was  sunk  the  German  Admiralty  officially  an- 
nounced that  it  was  the  Leviathan  loaded  with  Ameri- 

'  This  refers  to  the  U.  S.  Naval  Transport  Force.  U.  S.  soldiers  embarked 
in  the  British  steamer  Tuscania  were  lost  when  that  vessel  was  torpedoed 
and  sunk  and  102  more  were  killed  or  drowned  when  the  American  freighter 
Ticonderoga  was  sunk  by  a  D-boat. 


30    HISTORY  OF  TRANSPORT  SERVICE 

can  soldiers.  The  consequent  jubilation  in  the  German 
press,  followed  by  depression  when  the  truth  was  ascer- 
tained, is  an  indication  of  how  eagerly  the  enemy  sought 
to  revive  the  morale  of  the  people  by  successful  opera- 
tions against  our  troopships. 

On  homeward-bound  voyages,  however,  the  Navy  was 
not  so  fortunate.  In  a  measure  this  was  due  to  need  of 
concentrating  maximum  naval  escort  protection  on 
troop-laden  convoys.  Frequently  this  necessitated  lighter 
escort  for  the  ships  returning,  and  it  was  on  these  home- 
ward-bound vessels  that  the  submarines  scored  their  suc- 
cesses. The  United  States  Transports  Antilles,  Presi- 
dent Lincoln,  and  Covington  were  torpedoed  and  sunk. 
The  Finland  and  Mount  Vernon  were  torpedoed,  but 
were  able  to  reach  port  for  repairs.  The  United  States 
armored  cruiser  San  Diego  struck  a  mine  laid  by  a  Ger- 
man submarine  and  was  sunk. 

The  service  was  not  without  hazard,  as  is  shown  by 
the  fact  that  more  than  half  of  the  war  casualties  in 
the  United  States  Navy  were  suffered  in  the  Cruiser  and 
Transport  Force.  This  was  to  be  expected  because  the 
large  deep  draft  ships  were  the  chief  prey  sought  by  the 
enemy  U-boats.  Nor  were  the  euemy  guns  and  torpedoes 
the  only  menace — danger  from  fire  and  internal  damage 
was  enhanced  by  the  machinations  of  enemy  secret  agents, 
and  the  likelihood  of  collision  was  increased  by  the  ne- 
cessity of  maneuvering  without  lights  in  convoy  forma- 
tion vessels  manned  for  the  most  part  by  inexperienced 
crews. 

On  November  11,  1918,  when  the  Armistice  was 
signed,  the  Cruiser  and  Transport  Force  of  the  United 
States  Fleet  numbered  twenty-four  cruisers  and  forty- 
two  transports,  manned,  exclusive  of  troops  carried,  by 
about  3,000  officers  and  42,000  men.   This  is  in  addition 


THE  NAVAL  MISSION  31 

to  the  453  cargo  ships  which  the  Navy  manned  and  oper- 
ated with  5,000  officers  and  45,000  enlisted  men. 

After  the  signing  of  the  Armistice  the  United  States 
Transport  Fleet  expanded  still  more,  and  developed  into 
a  fleet  of  149  ships  manned  by  4,238  officers  and  59,030 
men,  with  the  gratifying  result  that  86.7  per  cent  of  our 
overseas  army  was  brought  home  under  the  Stars  and 
Stripes. 

The  return  movement  began  immediately  after  the 
Armistice  and  continued  at  a  much  more  rapid  rate  than 
was  attained  in  going  over.  In  June,  1919,  our  Naval 
transports,  which  had  been  increased  in  number  by  sev- 
enty-one ships,  brought  back  in  115  ships  314,167  combat- 
ant troops,  while  foreign  ships  carried  an  additional 
26,825.  The  maximum  number  transported  during  the 
war — ^by  all  ships  in  one  month — was  311,359.  From 
November,  1918,  to  July,  1919,  a  total  of  1,493,626  had 
been  returned  to  the  United  States.  The  older  battle- 
ships and  armored  cruisers  were  also  used  in  the  re- 
patriation of  our  soldiers.  The  United  States  Navy 
alone  transported  across  the  Atlantic  a  grand  total  of 
2,511,047  soldiers. 

The  scope  of  this  book  is  a  brief  narrative  of  the 
adventures  and  achievements  of  the  United  States 
Cruiser  and  Transport  Force  compiled  from  the  official 
files  with  such  explanatory  notes  and  summaries  as  ap- 
pear necessary  for  reason  of  coherence  and  clearness. 

It  has  been  authoritatively  said  that  the  best  way  to 
write  history  is  to  let  those  who  made  it  tell  their  own 
story  in  their  own  words.  In  the  following  pages  it  has 
been  attempted  to  use  this  method  and  they  are  made  up 
largely  of  quotations  from  those  who  took  part  in  the 
operations. 


CHAPTER  n 


THE  FIRST  EXPEDITION 


PREPARATION" 


At  the  time  the  United  States  entered  the  war  I  was  in 
command  of  the  Destroyer  Force  of  the  United  States 
Atlantic  Fleet  and  had  had  this  assignment  for  about  one 
year  and  a  half.  I  was  summoned  to  Washington  on  May 
23,  1917,  and  informed  by  the  Secretary  of  the  Navy 
that  in  addition  to  my  other  duties  I  had  been  selected 
to  command  the  first  expedition  to  France.  On  May  29th, 
I  received  formal  orders  designating  me  ''Commander 
of  Convoy  Operations  in  the  Atlantic'  * 

My  flag  was  then  flying  in  the  armored  cruiser  Seattle, 
and  I  proceeded  immediately  to  New  York  to  expedite 
preparations.  The  9th  of  June  had  been  set  for  the  sail- 
ing date,  but,  after  a  personal  inspection  of  the  ships 
which  the  "War  Department  had  chartered  and  was  con- 
verting into  transports,  and  having  conferred  with  the 
Army  Quartermaster,  I  recommended  that  the  sailing 
date  be  advanced  to  June  14th;  this  date  was  selected 
not  without  consideration  of  the  phase  of  the  moon  as 
affecting  night  submarine  attack  at  the  expected  time  of 
arrival  off  the  French  Coast. 

The  Navy  then  had  three  vessels  available  for  troop 
transport  work,  the  Hancock,  the  Henderson  and  the 
recently  seized  German  converted  steamer  Prim  Eitel 
Friedrich,  renamed  the  DeKalh,    The  Army  had  a  few 

32 


THE  FIRST  EXPEDITION  33 

regular  transports,  but  none  were  suitable  and  ready 
for  trans-Atlantic  convoy  operations.  It  was  necessary 
to  commandeer  such  ocean-going  vessels  as  could  be 
found  and  alter  them  as  quickly  as  possible  for  carrying 
troops. 

Unfortunately  we  had  no  adequate  deep-sea  Mer- 
chant Marine  to  draw  upon  and  the  somewhat  motley  as- 
semblage of  ships  finally  gathered  together  for  the  first 
expedition  did  not  long  survive  the  duty  imposed  upon 
them.  Some  were  torpedoed,  others  relegated  to  carry 
cargo  and  cattle,  and  some  were  subsequently  wrecked 
or  dropped  out  altogether  because  of  unseaworthiness. 

Looking  back  to  the  first  expedition  of  June,  1917,  it 
seems  indeed  that  the  hand  of  Providence  must  have 
been  held  over  these  ''arks"  or  the  task  never  could  have 
been  accomplished.  Who  would  have  dreamed  at  that 
time  that  we  were  laying  the  foundation  of  the  greatest 
transport  fleet  in  history? 

As  the  terms  "train,"  ''escort,"  and  "convoy"  are 
somewhat  confusing  to  those  unfamiliar  with  naval  ter- 
minology, it  might  be  well  to  define  them.  "Train"  re- 
fers to  a  body  of  troopships  or  cargo  ships  or  other 
vessels  requiring  protection  and  making  passage  in  com- 
pany. The  term  "escort"  designates  the  fighting  ships 
which  accompany  and  protect  the  "train."  The  en- 
tire assemblage  of  ships  consisting  of  both  "train" 
and  "escort"  comprise  a  "convoy."  For  example,  we 
would  speak  of  a  "convoy"  of  twelve  ships  including  the 
"train"  of  six  transports  with  an  "escort"  of  one 
cruiser  and  five  destroyers,  or  "escorted"  by  one  cruiser 
and  five  destroyers. 

The  first  expedition  comprised  four  convoys  made  up 
as  follows: 


34    HISTORY  OF  TRANSPORT  SERVICE 


CONVOY  GROUP  I 


TRAIN 

Troopship  Saratoga 

(Lt.  Comdr.  L.  Coxe) 
"  Havana. 

(Comdr.  J.  R.  Defrees) 
"  Tenadores. 

(Comdr.  W.  R.  Sexton) 
"  Pastores. 

(Comdr.  B.  B.  Bierer) 


ESCORT 

Armored  Cruiser  Seattle. 

(Captain  D.  W.  Blamer) 

Auxiliaiy  Cruiser  De  Kalb. 

(Comdr.  W.  R.  Gberardi) 

Converted  Yacht  Corsair. 

(Comdr.  T.  A.  Kittenger) 

Destroyer  Wilkes. 

(Lt.  Comdr.  J.  C.  Fremont) 

Destroyer  Terry. 

(Lt.  Comdr.  J.  F.  Sbafroth,  Jr.) 

Destroyer  Roe. 

(Lt.  Comdr.  G.  C.  Barnes) 


CONYOY  GROUP  H 


TRAIN 


Troopship  Momus. 

(Comdr.  W.  N.  Jefifers) 
"  Antilles. 

(Lt.     Comdr.     D.     T. 
Ghent) 
'*         Lenape. 

(Lt.     Comdr.     P.     E. 
Dampman) 


ESCORT 


Scout  Cruiser  Birmingham. 
(Comdr,  C.  L.  Hussey) 
Converted  Yacht  Aphrodite. 
(Lt.  Comdr.  R.  P.  Craft) 
Destroyer  Fanning. 
(Lt.  A.  S.  Carpendar) 
Destroyer  Burrows. 
(Lt.  H.  V.  McKittrick) 
Destroyer  Lamson. 
(Lt.  W.  R.  PurneU) 


CONVOY  GROUP  HI 


TRAIN 

Troopship  Mallory 

(Lt.     Comdr.     G.     P. 
Chase) 
"  Finland. 

(Comdr.  S.V.Graham) 
"  San  Jacinto. 

(Lt.   Comdr.  S.  L.  H. 
Hazard) 


ESCORT 

Cruiser  Charleston. 

(Comdr.  E.  H.  Campbell) 

Armed  Collier  Cyclops. 

(Lt.  Comdr.  George  Worley) 

Destroyer  Allen. 

(Lt.  Comdr.  S.  W.  Bryant) 

Destroyer  McCall. 

(Lt.  Comdr.  L.  M.  Stewart) 

Destroyer  Preston. 

(Lt.  j.g.  C.  W.  Magruder) 


THE  FIRST  EXPEDITION 


35 


CONYOY  GROUP  IV 


TRAIN 


ESCORT 


Cargo  Ship  Montanan 

(Comdr.  P.  N.  01m 
stead) 
"  Dakotau. 

(Comdr.  C. 
"  El  Occidente 

(Lt.    Comdr.    H. 
Osterhaus) 
"  E.  Luekenbaeh. 

(Lt.    Comdr.    A. 
Pickens) 


W. 


Cruiser  St.  Louis. 
(Comdr.  M.  E.  Trench) 
Cruiser  Transport  Hancock. 
(Captain  E.  T.  Pollock) 
Shaekford)  Armed  Collier  Kanawha. 
(Lt.  Comdr.  R.  Werner) 
Destroyer  Shaw. 
(Lt.  Comdr.  M.  S.  Davis) 
Destroyer  Ammen. 
(Lt.  G.  C.  Logan) 
Destroyer  Flusser. 
(Lt.  j.g-.  R.  L.  Walling) 
Destroyer  Parker. 
(Lt.  Comdr.  H.  Powell) 

The  table  below  shows  the  pre-war  owners  and  em- 
ployment of  vessels  used  in  this  convoy : 


Gross 

Name 

Tonnage 

Line 

Duty 

Saratoga 

. . .      6391 

New  York  &  Cuba  Mail 
S.  S.  Co. 

Mail  Steamer 

Havana 

. . .      6391 

New  York  &  Cuba  Mail 
S.  S.  Co. 

Mail  Steamer 

Tenadores 

...      7782 

Tenadores  S.  S.  Co. 

United  Fruit 
Co.  Line 

Pastor  es 

. . .      7781 

Pastores  S.  S.  Corp. 

United  Fruit 
Go.  Line 

Momus 6878 

AntiUes 6878 

Lenape 5179 

Mallory 6063 

Finland 12,229 

San  Jacinto.. 6069 

Montanan 6659 

Dakotan 6657 


E.  Luekenbaeh . 


2730 


Southern  Pacific  Company 
<(  «  « 

Clyde  S.  S.  Co. 
MaUory  S.  S.  Co. 
Dampfsch.  Ges.  Argo. 
Mallory  S.  S.  Co. 
American  S.  S.  Co. 
American  &  Hawaiian  S.  S. 

Co. 
Luekenbaeh  S.  S.  Co. 


Cargo  carrier 
Cargo  carrier 


The  arrangement  of  bulkheads  and  compartments  in 
most  of  these  transports  was  not  at  all  satisfactory  from 
the  standpoint  of  water-tight  integrity.    This  added  to 


36    HISTORY  OF  TRANSPORT  SERVICE 

our  anxieties,  as  it  meant  that  little  time  would  be  af- 
forded to  save  life  in  case  a  torpedo  found  its  mark. 

The  Maumee  (Lt.  Comdr.  H.  C.  Dinger),  an  oil  tanker, 
sailed  from  Boston  a  few  days  before  the  expedition 
sailed  from  New  York  to  take  her  previously  assigned 
station  on  the  route  of  the  convoy  to  refuel  the  destroyers 
as  might  be  required. 

Oiling  at  sea  was  one  of  the  maneuvers  which  had 
been  developed  in  the  Destroyer  Force  three  or  four 
months  before  the  war.  A  division  of  destroyers  had 
been  oiled  en  route  to  Queenstown  at  the  rate  of  35,000 
gallons  per  hour,  in  a  moderate  sea,  and  the  wind  blowing 
a  half  gale.  Without  the  ability  to  oil  at  sea  the  destroy- 
ers would  have  had  to  be  towed  and  the  eastward  move- 
ment correspondingly  delayed.  Only  the  newest  destroy- 
ers, those  which  could  get  over  to  the  other  side  by  one 
refueling,  were  designated  to  go  all  the  way  across,  while 
the  old  boats,  the  short-legged  fellows,  as  they  were 
called,  went  only  half  way  or  as  far  as  their  oil  could 
carry  them,  and  then  returned  to  New  York,  or  in  case  of 
necessity  called  at  St.  Johns  or  Halifax,  and  as  a  rule 
they  had  to  steam  against  strong  headwinds  on  the  way 
back. 

The  work  of  converting  the  requisitioned  cargo  ships 
was  pressed  to  the  utmost.  They  were  armed  with  guns, 
fitted  with  lookout  stations,  a  communication  system  and 
troop  berthing  accommodations.  The  method  of  com- 
missary supply  and  messing  was  worked  out  and  the 
sanitation  of  the  ships  improved  as  far  as  possible.  Life 
belts  were  supplied  in  a  quantity  10  per  cent  in  excess  of 
the  number  of  passengers  carried.  Special  measures 
were  taken  to  protect  life  in  case  of  casualty,  and  suffi- 
cient rafts  were  provided  so  that  if  life  boats  on  one  side 
could  not  be  launched  because  of  the  listing  of  the  ship 
or  other  reason,  all  hands  could  still  be  accommodated. 


THE  FIRST  EXPEDITION  37 

Attention  was  given  to  the  paramount  necessity  of  land- 
ing the  troops  in  good  health  and  in  good  spirits. 

The  instructions  issued  to  all  ships  were,  in  brief,  as 
follows,  and  every  man  had  to  be  as  familiar  with  them 
as  with  the  Lord's  Prayer: 

1.  The  use  of  maximum  speed  through  the  dan- 
ger zone. 

2.  Trained  lookout  watches  made  effective  by 
an  efficient  system  of  communication  between  offi- 
cers of  the  deck  and  fire  control  watch. 

3.  Continuous  alert  gun  watches  in  quick  com- 
munication with  lookouts  through  the  fire  control 
officer. 

4.  Constant  zigzagging. 

5.  Minimum  use  of  radio;  reduction  of  smoke 
to  a  minimum ;  darkening  of  ships  at  night ;  throwing 
nothing  overboard  lest  it  point  to  the  trail. 

6.  A  trained  officer  always  alert  and  ready  to 
use  the  hehn  to  avoid  torpedoes. 

7.  Special  prearranged  day  and  night  signals 
between  ships  on  manner  of  maneuvering  when  sub- 
marines were  sighted. 

8.  Use  of  guns  and  depth  bombs  by  all  trans- 
port and  escort  vessels. 

In  addition,  it  was  directed  that  Abandon  Ship  drills 
be  held  daily;  that  in  the  danger  zone  at  daybreak  and 
twilight,  the  hours  most  favorable  to  submarine  attack, 
troops  be  assembled  at  Abandon  Ship  Stations  fully 
equipped  and  prepared  to  leave  the  ship;  that  water- 
tight doors  always  be  kept  closed;  that  all  communica- 
tion pipes  and  ventilator  ducts  be  kept  closed  as  much  as 
possible;  that  the  water-tight  bulkheads  be  frequently 


845426 


38      HISTORY  OF  TRANSPORT  SERVICE 

examined — in  short,  that  everything  possible  be  done 
first,  to  guard  against  disaster,  and  second,  to  save  the 
ship  and  to  save  life  if  mined  or  torpedoed. 

On  the  4th  of  June,  I  went  to  Washington  for  final 
instructions.  On  leaving  the  Secretary's  office,  Mr.  Dan- 
iels said:  "Admiral,  you  are  going  on  the  most  important, 
the  most  difficult,  and  the  most  hazardous  duty  assigned 
to  the  Navy — good-by."  My  friends  in  the  Department 
wished  me  God-speed  and  that  night  I  returned  to  New 
York. 

On  June  7,  1917,  I  issued  the  following  secret  order 
to  the  Commanders  of  the  ships  comprising  this  First 
Transport  Fleet: 


Secret. 


DESTKOYEE  FORCE,  ATLANTIC  FLEET 

U.  S.  S.  Seattle,  Flagship 


Op.  Order. 
No.  1. 

Forces : 


7  June,  1917. 


(a)  Convoy  Group  One. 

Train:     Tenadores,    Saratoga,    Hava/na,    Pas- 
tores. 
■    Escort:      Seattle,    Corsair,    De   Kalb,    Wilkes, 
Terry,  Roe. 

(b)  Convoy  Group  Two. 

Train :    Momus,  Antilles,  Lenape. 
Escort:    Birmingham,   Aphrodite,   Fammng    (if 
ready),  Burrows,  Lamson. 

(c)  Convoy  Group  Three. 

Train:    Mallory,  Finland,  San  Jacinto. 
Escort:      Charleston,    Cyclops,    Allen,    McCall, 
Preston. 


THE  FIRST  EXPEDITION  39 

(d)]  Convoy  Group  Four. 

Train:    Montancm,  Ddkotan,  Occidente,  Lucken^ 

bach. 
Escort:     St.   Louis,  Hancock,  Shaw,   Ammen, 

Flusser,  Parker. 

1.  Eeports  of  enemy  submarine  activity  indicate  that 
the  area  of  greatest  activity  is  East  of  longitude  twenty 
West,  and  within  a  circle  radius  five  hundred  miles  from 
FAYAL,  AZORES.  Submarines  may  be  encountered 
on  the  Atlantic  Coast  of  the  United  States  and  Canada. 
Every  effort  has  been  made  to  hold  secret  the  sailing  of 
the  convoy  but  it  may  be  assumed  that  the  departure  of 
convoy  from  the  United  States  and  the  hour  of  departure 
will  be  communicated  to  the  enemy.  It  is  possible  that 
particular  effort  will  be  made  by  the  enemy  to  accom- 
plish the  destruction  of  the  convoy  and  no  part  of  the 
waters  traversed  by  the  convoy  may  be  assumed  to  be 
free  from,  submarines.  Enemy  raiders  may  be  encoun- 
tered. 

2.  This  force  will  furnish  transportation  and  escort 
for  U.  S.  Troops  and  their  equipment  to  the  port  desig- 
nated. 

3.  (a)  (b)  (c)  (d).  Escort  assembles  AM- 
BROSE CHANNEL  LIGHTSHIP  at 

— see  area  clear.  Convoy  ariive  AMBROSE  CHAN- 
NEL LIGHTSHIP  at Groups  take  forma- 
tion specified  and  proceed  without  delay  on  course  and 
speed  signaled  by  Group  Commander. 

The  date  and  hour  for  departure  will  be  given  orally 
to  Group  Commanders. 

(v)  Coal  burning  destroyers  attached  to  any  group 
will  continue  with  Group  such  distance  as  will  permit 
destroyers  to  return  to  U.  S.  Port  without  refueling— 
where  they  will  report  arrival  to  Commander  in  Chief 
and  request  instructions. 

(w)  The  Maumee  has  been  stationed  at  sea  on  the 
route  of  the  convoy  to  refuel  oil-burning  destroyers. 
"When  last  destroyer  of  Group  Pour  has  refueled  Mom- 


40     HISTORY  OF  TRANSPORT  SERVICE 

mee  will  proceed  to  ST.  JOHNS,  NEWFOUNDLAND. 
Group  Commanders  will  be  informed  orally  of  Maumee's 
position  and  this  position  will  also  be  contained  in  the 
sealed  instructions  to  each  ship. 

(x)  Oil-burning  destroyers  will  refuel  from  Mawnee 
when  directed  by  the  Croup  Commander.  Seven  hun- 
dred fifty  ton  destroyers  will  after  refueling  from  Mcm- 
mee  continue  with  convoy  such  distance  as  will  permit 
them  to  proceed  to  ST.  JOHNS,  NEWFOUNDLAND, 
without  again  refueling.  Thousand  ton  destroyers  will 
continue  to  destination. 

(y)  Yachts  will  continue  with  convoy  to  destination. 
If  it  become  apparent  that  their  fuel  capacity  is  not  sufi&- 
cient,  yachts  will  be  directed  to  proceed  to  FAYAL, 
AZORES,  to  refuel  and  thence  to  destination. 

(z)  Before  arrival  at  destination  convoy  will  be  met 
by  a  Division  of  destroyers.  This  division  of  destroyers 
will  form  part  of  escort  from  meeting  point  to  desti- 
nation. 

4.  All  ships  will  be  fueled  to  maximum  capacity. 

5.  Convoy  Commander  in  Seattle.  If  necessity  for 
use  of  radio  arises  use  sig  code  quintuple  cipher  3084 — 
672—5934—186—7865. 

(s)     D.  W.  Blamer,  Captain,  U.  S.  N., 
Chief  of  Staff  for 
Albert  Cleaves,  Eear  Admiral,  U.  S.  N.  ^ 
Commander   Destroyer   Force,   Atlantic 
Fleet  and  U.  S.  Convoy  Operations  in  the 
Atlantic, 

Copies  to: 
Operations 
C-in-C. 
Ships  Mentioned  (2). 

Previous  to  sailing,  two  groups  were  assembled  in 
the  North  River  and  the  others  at  the  overcrowded  an- 


THE  FIRST  EXPEDITION  41 

chorage  at  Tompkinsville,  Staten  Island.  At  daylight 
on  the  14th  of  June,  the  ships  got  under  way  in  one  of  the 
densest  fogs  that  I  have  ever  seen  in  New  York.  This 
called  for  good  seamanship,  but  the  movement  in  the 
narrow  tide-swept  channel  was  accomplished  without 
mishap,  save  for  one  destroyer,  which  was  caught  in  the 
anti-submarine  nets  at  the  Narrows  and  had  to  return  to 
the  Navy  Yard  for  repairs. 

When  this  was  reported  to  me,  I  recalled  the  fact 
that  just  before  sailing  the  Captain  of  this  destroyer 
handed  me  a  report  to  the  Commandant  of  the  District 
stating  that  in  his  opinion  the  submarine  net  at  the  en- 
trance of  New  York  Harbor  was  inadequate  and  not 
likely  to  stop  any  determined  enemy  submarine  which 
might  attempt  to  enter.  At  about  the  same  time  that  the 
Commandant  received  this  report  the  author  appeared 
in  the  Commandant's  office  with  his  request  for  repairs 
to  damages  caused  by  that  very  net. 

This  was  not  the  only  trouble  which  developed.  The 
Corsair  was  unable  to  keep  up  owing  to  green  firemen 
and  fell  back  to  the  second  group,  being  replaced  by  the 
Fanning,  which  afterwards  greatly  distinguished  herself 
by  capturing  the  first  prize  of  the  war.  Another  de- 
stroyer developed  condenser  trouble  on  June  16th  and 
was  sent  back  to  New  York  for  repairs. 

The  groups  sailed  at  intervals  of  two  hours  from 
Ambrose  Channel  Lightship,  except  Group  lY,  which  was 
held  by  the  Department  twenty-four  hours  for  belated 
dispatches  and  stores.  Group  I  was  the  fastest,  Group 
rV  the  slowest,  and  their  departure  was  timed  to  avoid 
congestion  at  the  eastern  terminus.  It  is  obvious  that 
as  the  expedition  advanced  the  intervals  between  the 
groups  opened  out,  thus  increasing  the  difficulties  of  sub- 
marines lying  in  wait  to  attack. 


42     HISTORY  OF  TRANSPORT  SERVICE 

The  first  group  proceeded  at  fifteen  knots,  the  second 
at  fourteen,  the  third  at  thirteen  and  the  last  at  eleven. 

Throughout  the  voyage  the  weather  was  pleasant. 
The  morale  of  the  troojos  was  excellent,  and  as  they  fa- 
miliarized themselves  with  the  ship's  organization  and 
plans  for  saving  life  in  case  of  disaster,  their  confidence 
in  those  responsible  for  their  safety  overcame  the  natural 
timidity  of  the  landsman  embarked  on  such  a  dangerous 
passage. 

The  necessity  of  having  no  one  on  lookout  who  could 
not  speak  the  language  soon  became  apparent.  In  the 
inky  blackness  one  night  I  asked  a  muffled  lookout  on 
the  quarter-deck  what  he  would  do  if  he  saw  a  periscope. 
He  replied:    ''I  gotta  tell  'a  Sargn't." 

He  was  one  of  the  bandsmen. 

At  10 :15  P.  M.  June  22nd,  in  Latitude  48°  00'  N.,  Lon- 
gitude 25°  50'  West,  the  first  group  was  attacked  by 
enemy  submarines. 

At  this  time  we  were  crossing  the  line  from  North 
Ireland  to  the  Azores,  the  probable  route  of  U-boats 
bound  for  those  islands.  The  Azores  were  then  under 
suspicion  as  hiding  an  enemy  submarine  base.  The  es- 
cort reenforcement  from  the  east  had  not  joined  up  but 
was  due  to  meet  us  a  little  further  to  the  eastward.  It 
is  suspected  that  the  Germans  also  had  this  information 
and  timed  their  attack  accordingly.  After  the  sinkings 
made  by  the  lJ-53  off  Nantucket,  however,  we  knew  that 
we  had  to  be  ready  at  all  times,  even  in  our  home  waters, 
to  repel  submarines,  and  we  were  not  caught  off  our 
guard.  The  cruising  dispositions  made  for  protecting  the 
troop  ships  placed  the  cruiser  Seattle,  my  flagship,  ahead, 
and  to  starboard  of  them,  with  the  auxiliary  cruiser  De 
Kalh  ahead  and  to  port,  thus  covering  the  most  likely 
angles  for  enemy  approach. 

My  first  intimation  of  the  presence  of  the  enemy  was 


THE  FIRST  EXPEDITION  43 

the  report  by  Seattle  lookouts  of  sighting  in  the  extremely 
phosphorescent  water  the  wake  of  a  submarine  crossing 
our  bow  from  starboard  to  port  toward  the  convoy.  Si- 
multaneously with  this  report  and  before  the  Seattle  had 
time  to  give  the  prescribed  alarm,  the  Be  Kalh,  which 
had  sighted  two  torpedo  wakes,  one  passing  ahead  and 
the  other  astern,  opened  fire.  Two  torpedoes  also  passed 
close  to  the  Havana.  Captain  Gherardi,  of  the  De  Kalh, 
who  was  on  the  bridge  of  his  ship,  told  me  afterwards 
how  he  plainly  followed  for  several  hundred  yards  the 
unmistakable  straight  track  of  a  torpedo  by  its  telltale 
wake  of  bubbles.  He  handled  his  ship  to  perfection  and 
disaster  was  averted.  It  is  the  irony  of  fate  that  little  is 
heard  of  the  Captain  who  by  constant  vigil  and  alert 
attention  to  duty  saves  his  ship.  It  takes  an  explosion 
with  attending  loss  of  life  and  excitement  to  make  popu- 
lar appeal.     This,  however,  is  beside  the  point. 

Fortunately,  our  protective  measures  were  effective 
and  in  accordance  with  the  prescribed  doctrine  the  ma- 
neuver to  evade  the  enemy  at  night  was  performed  in  a 
prompt  and  seamanlike  manner.  The  ships  of  the  right 
and  left  columns  of  the  convoy  turned  to  starboard  and 
port,  respectively,  and  ran  at  full  speed  as  per  instruc- 
tions. There  were  no  torpedo  hits  and  no  evidence  of 
injury  to  the  enemy.  The  convoy  reformed  at  daylight 
and  proceeded  on  its  course. 

Lieutenant  T.  E.  Van  Metre,  U.  S.  Navy,  Executive 
OfiScer  of  the  destroyer  Wilkes,  was  stationed  at  the  spe- 
cial listening  device  known  as  the  oscillator  which  had 
recently  been  installed  in  that  vessel  and  he  reported: 
''I  put  on  the  headgear  and  heard  coming  into  the  re- 
ceivers quite  strongly  the  sound  of  a  submarine  running 
totally  submerged.  The  sound  grew  in  intensity  until  I 
could  hear  it  in  both  receivers,  although  much  louder  in 
the  starboard  one.    I  called  to  the  Captain  (Lieutenant 


44      HISTORY  OF  TRANSPORT  SERVICE 

Commander  J.  C.  Fremont,  U.  S.  Navy)  that  I  believed 
the  submarine  was  close  aboard  on  the  starboard  bow." 

A  little  later,  after  we  had  left  this  submarine  astern, 
Van  Metre  reported  that  he  heard  faintly  what  he  be- 
lieved to  be  another  submarine  running  on  the  surface. 
This  experience  demonstrated  in  a  striking  way  the 
value  and  possibilities  of  listening  devices  to  detect  sub- 
marines. 

It  was  afterwards  learned  from  a  confidential  bulle- 
tin issued  by  the  French  Admiralty  on  July  6th,  that  on 
the  25th  of  June  in  the  same  vicinity  the  British  steamer 
Fernleaf  was  attacked,  and  on  the  29th  of  June,  400  miles 
north  of  the  Azores,  the  Benquela  and  Lyna  were  sunk. 
On  the  4th  of  July,  presumably  from  the  same  subma- 
rine, the  port  of  Ponta  Delgada  in  the  Azores,  received 
a  few  shots.  It  was  the  conclusion  of  the  French  bulletin 
from  these  activities  that  submarines  had  been  sent  out 
from  the  German  secret  base  known  to  exist  in  the  Azores, 
to  intercept  our  convoy  expedition. 

On  the  24th  of  June,  in  the  afternoon,  we  sighted  the 
Queenstown  destroyers,  and  right  glad  we  were,  too,  as 
they  bore  down  to  take  their  stations  around  us.  We 
had  joined  up  with  them  on  time  at  the  appointed  ren- 
dezvous, which  was  a  good  piece  of  navigation  on  both 
sides.  The  destroyers  immediately  began  zigzagging  and 
I  remember  that  Hanrahan's  swift  destroyer,  the  Cush- 
ing,  took  station  ahead  of  us  and  seemed  to  be  doing  a 
sort  of  '* do-see-do"  figure  of  the  old-fashioned  quadrille. 

The  next  day  smoke  was  sighted  to  the  northward 
and  I  sent  AlfoT*'"!  ojohnson,  commanding  the  destroyer 
O'Brien,  to  reconnoiter.  It  proved  to  be  the  French 
escort,  composed  of  two  small  destroyers. 

Floating  wreckage  all  around  us  gave  sinister  evi- 
dence of  the  activities  of  the  submarines  as  was  also 
frequent  S.  0.  S.  and  **Allo"  wireless  calls.     At  this 


SKA   PLANK   St'Ol'TIXC. 


starting  sea  i'lane  off  catapult 
as  rigged  ox  the  u.  s.  s. 
"iiuntixgton" 


HOISTING   IX   SEA  PLANE   AFTER  RETI'RV    FROM 
RECOXNAISSANCE  FLIGHT 


WATCHIXG  FOR  THE  ENEMY. 
MAST-HEAD  LOOKOUT 


OBSERVATION   BALLOON   TOWED  ALOFT 
FROM  LEADING  CRUISER  OF  CONVOY 


fey  ^.  »r  ^rW^y-aLC^'-^-r. . 


■i'T^r>.?ity-*.. 


.:/-<igaB^.- ■^■_  ; 


HLrAII-    ESCOKTINCi    'lit  A  NSI'Oll'J'  'rilltOIKJII    DANGI'.R    ZONE 


■■* 


CONVOY  or  TROOPSHIPS  AT  SEA 


--»-      --■-kc-'^ 


CONVOY  OF  TROOPSHIPS  AT  SKA 


CON^VOYS  OV    1  IIKII.iriKliS    AT   SLA,  KSCOKTKl)   BY 
AIMERICAN   DESTROYERS 


i^"  -'■  ■■<'"s^S»fcV 


Kx.A  till  h.-,  (.1    «.  a.moufi.ac.k:  1  .  s.  s.  dkstrovkrs 
"Fairfax"  and  "smati" 


KXAMPI.KS    Ol     {  AMOI   1  I   Sdi:  :     r.S.S.      ■Ndlllll     t    mhh 


THE  FIRST  EXPEDITION  45 

time  the  submarine  warfare  was  at  its  height  and  it  has 
been  frequently  remarked  that  never  after  was  there 
so  much  wreckage  to  be  seen  in  the  Bay  of  Biscay.  At 
3 :00  P.  M.  we  sighted  Belle  Isle  and  shortly  afterwards 
two  airplanes  and  a  dirigible  were  seen  over  the  land 
coming  out  to  greet  us. 

The  most  trying  experience  of  the  voyage  was  now 
to  come.  We  were  passing  to  the  southward  of  Belle 
Isle  when  at  8 :00  P.  M.  I  received  a  radio  report  from 
Brest,  dated  at  6 :00  P.  M.  that  two  submarines  had  been 
sighted  thirty  miles  to  the  southward  of  the  group's  then 
position,  both  submarines  standing  to  the  northward.  In 
other  words,  they  could  easily  have  been  within  six  miles 
of  the  group  at  the  time  the  message  was  received. 

In  spite  of  this  all  vessels  of  the  group  were  com- 
pelled to  slow  down  well  outside  the  entrance  to  Croisic 
Bay,  in  order  to  take  on  board  pilots  to  steer  us  through 
the  mine  fields  which  the  Germans  had  generously  planted 
in  the  vicinity,  and  I  confess  to  a  bad  quarter  of  an  hour 
while  waiting  to  get  them  on  board.  So  much  time  was 
lost  that  the  group  was  compelled  to  anchor  in  the  open 
roadstead  and  wait  for  daylight. 

That  the  group  was  not  attacked  that  night  seems  in- 
explicable as  the  Germans  lost  a  marvelous  opportunity. 
As  a  matter  of  fact,  the  channel  we  took  into  St.  Nazaire 
was  planted  with  mines  by  the  enemy  the  following  night, 
and  the  other  groups  of  the  expedition  used  another 
channel. 

The  fourth  group  was  also  attacked  on  June  29th,  and 
the  Commanding  Officer  of  the  Luckenbach  reported: 

''About  10:30  A.  M.,  this  vessel  was  attacked  by 
a  submarine,  and  one  torpedo  was  seen  to  pass 
within  about  50  yards  of  the  Luckenbach.  The 
course  of  the  ship  had  just  been  changed  by  the 
Commanding  Officer  to  avoid  this  torpedo,  and  the 


46      HISTORY  OF  TRANSPORT  SERVICE 

torpedo  was  seen  to  come  to  tlie  surface  in  the  wake 
of  the  Luckenhach  at  the  point  where  the  change  of 
course  took  place." 

Of  this  incident  the  Commanding  Officer  of  the 
Kanaivha  reported  that  he  saw  a  submarine  when  the 
torpedo  was  fired  and  watched  the  wake,  the  submarine 
being  directly  between  the  Kanaivha  and  Luckenhach, 
and  close  upon  the  Kanawha.  It  was  his  opinion  that 
the  Luckenhach  would  be  hit  and  his  crew  gave  a  cheer 
when  they  saw  her  change  course  to  go  clear. 

Lieutenant  (j.  g.)  J.  C.  Carey,  U.  S.  Navy,  was  in 
charge  of  the  battery  of  the  Kanawha,  which  did  some 
very  good  shooting  at  this  submarine's  periscope,  drop- 
ping some  shells  almost  on  top  of  it,  if  they  did  not 
actually  hit  this  small  target.  It  may  well  be  that  those 
shots  so  confused  the  aim  of  the  submarine  as  to  cause 
her  torpedoes  to  miss. 

Commander  A.  C.  Pickens  of  the  Luckenhach  later 
remarked  that  he  was  just  as  well  satisfied  that  the  tor- 
pedo missed  because  his  cargo  consisted  of  5,000  tons  of 
ammunition,  with  a  deck  load  of  gasoline,  hay,  motor  oil, 
and  oxy-acetylene  tanks. 

The  second  group  encountered  two  submarines,  the 
first  at  11:50  A.  M.  26th  of  June  in  Latitude  47°  01'  N. 
and  Longitude  6°  28'  W.,  about  100  miles  off  the  French 
coast,  and  the  second  two  hours  later.  The  group  was 
under  escort  of  six  additional  American  destroyers  at 
the  time. 

Both  submarines  were  successfully  evaded,  and  the 
destroyer  Cummings,  upon  sighting  the  second  subma- 
rine, headed  for  it  at  twenty-five  knots.  The  submarine 
immediately  submerged  and  the  periscope  was  lost  to 
view,  but  the  course  of  the  submarine  was  plainly  dis- 
closed by  a  wake  of  bubbles.  The  Cummings  passed 
about  twenty-five  yards  ahead  of  this  wake  and  dropped 


THE  FIRST  EXPEDITION  47 

a  depth  bomb,  the  explosion  of  which  was  followed  by  the 
appearance  of  several  pieces  of  lumber,  oil,  bubbles  and 
debris  upon  the  surface.  There  was  no  further  evidence 
of  the  submarine,  and  if  not  destroyed  it  is  probable  that 
it  was  at  least  badly  damaged. 

Commander  Neil,  who  made  the  counter  attack  on  the 
submarine  in  the  Cummings,  was  decorated  by  the  British 
Government  for  this  exploit. 

On  the  2nd  of  July  the  last  group  arrived  at  St.  Na- 
zaire.  The  entire  expedition  crossed  without  the  loss  of 
a  man;  one  officer  reported:  ''We  didn't  lose  but  one 
horse,  and  that  was  a  mule." 

The  German  Admiralty  had  boasted  that  not  one 
American  soldier  should  set  foot  in  France.  The  blutf 
had  been  called  and  it  could  not  have  been  called  at  a 
more  psychological  moment. 

Commander  W.  R.  Sayles,  our  Naval  Attache  in  Paris, 
was  charged  with  the  important  duty  of  arranging  the 
landing  at  St.  Nazaire.  Secrecy  was  of  first  impor- 
tance and  conditions  in  France  at  that  time  made  this 
particularly  difficult. 

Commander  Sayles  made  his  plans  as  though  the  con- 
voy were  going  to  Brest.  As  he  expected,  the  Germans 
found  this  out  and  in  the  belief  that  our  ships  were  bound 
for  that  port,  the  enemy  mined  the  entrances.  The  sink- 
ing of  the  French  cruiser  Kleber  by  one  of  these  mines 
is  grim  evidence  of  what  had  been  prepared  for  the 
Yankee  troopships. 

It  is  not  surprising  that  the  Germans  were  deceived 
as  to  our  destination.  Brest  is  an  admirable  port  for 
troop  debarkation,  whereas  St.  Nazaire  is  ill  adapted  for 
this  purpose  by  reason  of  its  small  size  and  lack  of  facili- 
ties. This  port  was  not  well  known  and  the  landing  of 
the  first  expedition  put  it  on  the  map. 


48    HISTORY  OF  TRANSPORT  SERVICE 

The  channel  is  of  such  depth  that  vessels  of  deep 
draft  can  enter  only  at  high  water,  while  a  five-knot  tide 
makes  it  hazardous  for  vessels  to  move  inside  the  harbor 
except  at  slack  water.  The  holding  ground  is  also  bad. 
At  various  times  our  ships  dragged  anchor  and  serious 
damage  was  narrowly  averted. 

The  fact  that  little  or  no  preparation  was  made  there 
for  our  reception  no  doubt  helped  to  deceive  the  enemy 
but  also  had  disadvantages  as  will  be  seen. 

The  arrival  of  so  many  transports  within  so  short  a 
space  of  time  caused  great  congestion  in  St.  Nazaire's 
small  harbor.  All  the  troopships  carried  cargo  and 
large  quantities  of  troop  equipment  and  stores.  The  un- 
loading of  all  vessels  and  quick  preparations  for  the  re- 
turn voyage  presented  a  perplexing  problem  with  the 
poor  facilities  available  and  the  shortage  of  labor. 

Five  hundred  negro  stevedores  had  been  brought  from 
the  United  States  by  the  Army  to  discharge  ships,  but 
they  were  found  altogether  unequal  to  handle  such  a  large 
number  of  vessels.  The  Marine  Kegiment,  which  had 
been  carried  in  the  Henderson,  De  Kalh  and  Hancock, 
relieved  the  situation  somewhat  by  turning  to  and  dis- 
charging their  own  vessels. 

The  sea  wall  was  a  scene  of  great  activity  as  the  docks, 
cranes,  and  railroads,  endeavored  to  absorb  several  hun- 
dred per  cent  more  than  their  usual  capacity.  From  the 
ships'  holds  were  discharged  boxes  of  provisions,  ammu- 
nition, locomotives,  baled  hay,  horses,  automobile  trucks, 
gasoline  and  other  Army  impedimenta.  French  steve- 
dores, American  sailors  and  marines,  negroes  and  Ger- 
man prisoners  worked  side  by  side. 

The  basin  at  St.  Nazaire  was  sometliing  to  look  at 
for  the  next  two  weeks,  but  one  to  which  the  inhabitants 
of  that  quaint  Breton  town  were  soon  to  become  accus- 
tomed. 


THE  FIRST  EXPEDITION  49 

From  the  transports  an  almost  continuous  stream  of 
troops  marched  off  over  the  cobblestones  of  the  narrow 
winding  streets  to  the  camp  in  course  of  construction  by 
German  prisoners  a  few  miles  behind  the  town. 

The  population  gathered  along  the  quays  looked  on 
in  whispering  wonderment  at  the  young  khaki-clad 
strangers  who  had  appeared,  almost  over  night,  from  over 
the  seas.  There  was  no  cheering,  no  patriotic  demon- 
stration, only  the  respectful  silence  of  the  women  and 
children,  the  old  men  and  the  broken  soldiers.  In  their 
eyes,  however,  was  unuttered  thanksgiving  and  also  an 
unconscious,  wistful  look  to  see  what  they  could  read  of 
the  spirit  of  America  in  the  faces  of  these,  her  soldiers. 

It  was  a  joining  of  hands  in  war  of  France  and 
America  recalling  the  days  of  Lafayette  and  Rochambeau. 
In  a  few  days  the  shyness  disappeared  and  in  its  place 
came  occasional  smiles  and  spoken  greetings.  The  mes- 
sage from  America  had  been  read  aright — it  was  the 
promise  of  a  great  nation  to  stand  by  France  to  the  finish. 


CHAPTER  ni 

THE  STAY  IN  FRANCE— THE  RETURN  VOYAGE 

On  the  evening  of  onr  arrival  at  St.  Nazaire,  I  dined  at 
La  Boule,  an  attractive  resort  on  the  coast,  a  few  miles 
out  of  towTi,  and  learned  that  General  Pershing  was  to 
make  a  visit  of  inspection  the  following  day  to  the  new 
United  States  Army  camp  in  process  of  construction  just 
outside  the  city. 

It  was  arranged  for  General  Pershing  and  General 
Sibert  to  lunch  with  me  on  board  the  flagship  Seattle, 
and  I  invited  a  number  of  American  and  French  officers 
to  meet  him.  Major  Frederick  Palmer,  at  that  time  at- 
tached to  Pershing's  Staff,  suggested  that  a  number  of 
French  newspaper  correspondents  be  asked  to  come  on 
board  after  the  luncheon  for  the  purpose  of  interviews 
and  taking  photographs. 

The  cabins  of  the  Seattle  were  filled  to  overflowing 
and  every  one  was  in  the  best  of  humor.  I  remember 
what  a  fine  impression  the  American  Commander-in-Chief 
made  upon  every  one.  He  was  accompanied  by  his  per- 
sonal aides  and  by  General  Peltier  of  the  French  Army, 
who  had  lost  his  arm  at  the  Marne  and  had  been  detailed 
to  Pershing's  Staff  by  the  French  Government. 

After  luncheon  the  newspaper  men,  about  thirty,  came 
into  the  cabin  where  I  received  them  and  presented  them 
to  Pershing  in  a  brief  speech  in  which  I  spoke  of  the 
services  of  the  French  Fleet  in  the  Chesapeake  which 
made  possible  Washington's  victory  at  Yorkto\vn  in  1781. 
In  acknowledging  this  essential  aid  rendered  by  France 
/  60 


I 


THE  STAY  IN  FRANCE  51 

to  us  in  our  struggle  for  Independence,  I  said  it  was  par- 
ticularly gratifying  to  have  the  honor  of  commanding  our 
first  troop  convoy  expedition  to  French  shores.  The 
General  also  made  a  few  remarks  and  we  both  went  on 
deck,  where  many  pictures  were  taken  in  a  pouring  rain. 

It  was  at  this  time  that  Joseph  Dunn,  the  stern  man 
of  the  Captain's  gig,  was  washed  overboard,  and  before 
the  boats  could  get  to  him  he  was  swept  away  and  under 
by  the  swift  current.  Tliis  was  the  first  death  in  the 
Force.  A  few  days  later  his  body  was  recovered  and 
shipped  to  the  United  States  in  the  U.  S.  S.  Cyclops,  the 
ship  which  later  in  the  war  so  mysteriously  disappeared.^ 

We  had  another  man-overboard-episode  while  in  St. 
Nazaire  which  ended  more  happily.  One  evening,  while 
the  returning  sailors  of  one  of  our  liberty  parties  were 
embarking  in  the  Seattle's  boats  at  the  dock,  one  of  the 
party  reported  seeing  a  man  overboard  and  going  down. 
He  jumped  in  and  dove  several  times  but  could  not  find 
anything  but  a  neckerchief.  When  the  party  was  mus- 
tered in,  our  sail-maker's  mate,  old  Ben  Amble,  was  the 
only  one  reported  missing  and  as  the  name  on  the  neck- 
erchief appeared  to  be  his,  he  was  supposed  to  have  been 
drowned. 

'  V.  8.   B.  CYCLOPS,  Mystery  SMp. 

The  19,000-ton  naval  collier  Cyclops  disappeared  at  sea  mysteriously,  having 
been  last  heard  from  on  the  4th  day  of  March,  1918.  She  was  a  large  and 
most  valuable  vessel  carrying  a  crew  of  293  officers  and  men.  Quite  some  time 
afterward  a  bottle  floated  ashore  at  Baltimore  containing  a  note  signed  by  "John 
Rammond"  of  Chicago  which  said  : 

"Our  ship,  the  Cyclops,  has  been  captured  by  an  enemy  submarine." 

There  was,  however*,  no  man  of  the  crew  by  the  name  of  Rammond  and 
the  Navy  Department  attached  no  truth  to  this  note  found  in  such  an  unlikely 
locality. 

Enemy  submarines  had  been  frequently  reported  operating  in  the  West 
Indies  waters,  and  one  theory  advanced  was  that  during  the  Cyclops'  last  stay 
In  port  before  March  4th  some  German  agent  delivered  to  her  forged  orders 
which  may  have  led  to  her  capture  and  destruction.  The  ship  carried  a  valu- 
able cargo  of  manganese.  All  theories  of  the  destruction  of  this  vessel  were 
carefully  traced  by  the  Navy  Department,  but  no  evidence  has  come  to  life  to 
indicate  her  fate  and  the  ship  has  Joined  the  ranlis  of  the  mystery  ships  of 
the   sea. 


52     HISTORY  OF  TRANSPORT  SERVICE 

The  next  morning  a  diving  party  went  over  to  the  dock 
to  search  for  the  body  and  while  a  diver  was  down  and 
other  men  dragging  the  bottom  with  grapnels,  who 
should  come  calmly  ambling  down  to  the  dock  but  old 
Ben  Amble  himself.  When  he  learned  what  all  the  fuss 
was  about  and  that  he  had  been  reported  drowned,  he 
was  a  surprised  man  and  remarked  that  that  was  the 
first  he  knew  of  it. 

When  the  work  of  debarkation  from  the  transports 
was  finished,  at  the  suggestion  of  our  Embassy,  I  went  to 
Paris  for  the  Fourth  of  July  celebration.  I  arrived 
there  on  the  morning  of  the  Fourth,  accompanied  by  my 
two  aides,  Lieutenant  Commander  A.  L.  Bristol  and 
Lieutenant  T.  A.  Symington.  We  were  met  at  the  Quai 
d'Orsay  by  our  Naval  Attache,  Commander  Sayles,  and 
by  a  French  Naval  officer  representing  the  Admiralty. 
The  latter  informed  me  that  he  had  been  appointed  my 
personal  aide  and  liaison  officer  during  my  visit  to  Paris, 
and  also  placed  a  car  at  my  disposal  with  the  compli- 
ments of  the  Ministry  of  Marine. 

The  Fourth  of  July,  1917,  in  Paris,  was  an  eventful 
day  filled  with  historic  incidents.  The  first  function  of 
importance  was  the  presentation  of  a  stand  of  colors  to 
the  United  States  Army  by  a  French  society.  This  took 
place  at  the  '^Invalides." 

General  Pershing  received  the  colors  in  the  presence 
of  President  Poincare.  The  court  was  crowded  and 
every  one  seemed  thrilled  by  the  presence  of  the  Ameri- 
can troops  and,  indeed,  it  was  a  stirring  ceremony  and 
one  which  must  have  made  a  lasting  impression  on  all 
who  took  part  in  it.  There  were  many  war  trophies 
from  the  recent  battlefields  in  the  enclosure  and  over  all 
stood  the  heroic  statue  of  Napoleon,  looking  down,  as 
it  were,  from  the  top  of  the  Hotel  des  Invalides. 

After  the  ceremony  my  own  party  drove  through 


THE  STAY  IN  FRANCE  53 

cheering  crowds  to  the  Admiralty  Building,  where  I  was 
presented  to  the  Minister  of  Marine,  Eear  Admiral  La- 
caze,  and  to  the  Chief  of  the  Naval  General  Staff,  Vice- 
Admiral  Le  Bon.  This  visit  was  necessarily  brief  be- 
cause we  had  to  hasten  from  there  to  the  Cemetery  of 
Picpus  to  attend  the  annual  ceremony  of  the  American 
Society  in  Paris  at  the  grave  of  Lafayette. 

Addresses  were  made  there  by  Colonel  Stanton,  Gen- 
eral Pershing  and  Ambassador  Sharp,  and  it  is  my  dis- 
tinct recollection  that  it  was  Colonel  Stanton,  who,  in 
his  eloquent  address,  exclaimed:  ''Lafayette,  we  are 
here ! ' '  Many  of  the  most  distinguished  officials  in  Paris 
were  present,  among  them  Marshal  Joffre  and  Mr.  Brand 
Whitlock. 

I  was  much  impressed  by  the  tremendous  enthusiasm 
shown  by  the  bystanders  who  crowded  the  streets  as  our 
troops  marched  by.  Young  girls  and  women  rushed  into 
the  streets  and  showered  flowers  upon  them.  Many  flow- 
ers were  thrown  into  my  car. 

Luncheon  at  the  American  Chamber  of  Commerce  in 
the  Quai  d'Orsay  was  attended  by  several  hundred  peo- 
ple. Speeches  burning  with  enthusiasm  and  patriotism 
were  made  by  M.  Eibot,  M.  Viviani  and  others.  General 
Pershing  spoke  briefly,  but  to  the  point.  In  M.  Eibot 's 
address  he  said,  with  visible  emotion,  ''This  is  not  only 
the  Independence  day  of  the  United  States,  but  it  is  the 
Independence  day  of  the  Nations." 

This  luncheon  was  followed  by  an  official  reception 
given  by  Ambassador  and  Mrs.  Sharp.  The  Embassy 
was  thronged  and  all  were  in  good  spirits.  It  was  quite 
evident  that  the  pendulum  had  swung  the  other  way  and 
that  the  safe  arrival  of  the  American  ships  with  troops 
had  inspired  the  city  with  a  gayety  that  it  had  not  known 
for  many  months. 

In  the  evening  General  Foch  gave  a  dinner  to  General 


54      HISTORY  OF  TRANSPORT  SERVICE 

Pershing  and  his  Staff  at  the  Armonville  in  the  Bois. 
To  meet  him  were  invited  the  Minister  of  War,  the  Mili- 
tary Governor  of  Paris  and  five  Generals  of  Divisions. 

I  sat  on  the  right  of  M.  Painleve,  the  Minister  of  War, 
and  he  spoke  in  the  most  commendatory  terms  of  the  safe 
transportation  of  the  first  American  troops  to  France. 
Mr.  Whitlock  had  said  practically  the  same  thing  to  me 
at  Picpus,  and  also  added  that  the  American  Navy  had 
written  a  new  page  in  history. 

I  shall  never  forget  the  welcome  that  those  warm- 
hearted people  gave  to  us  all.  Words  cannot  describe  it. 
It  showed  the  tremendous  moral  effect,  even  upon  the 
man  in  the  street,  which  the  safe  arrival  of  the  first  con- 
voy at  this  critical  period  had  made  upon  the  nation. 

THE  RETURN  VOYAGE 

It  was  necessary  to  return  all  the  ships  of  the  expe- 
dition to  the  United  States  at  the  earliest  possible  mo- 
ment. As  soon  as  their  cargoes  were  discharged,  the 
troopships  were  dispatched  home  in  groups,  escorted  by 
the  cruisers  and  destroyers  which  had  come  over  with  us, 
reenforced  across  the  zone  of  greatest  submarine  activity 
by  destroyers  from  Queenstown.  The  latter  accompanied 
them  to  about  600  miles  off  the  coast  and  then  returned 
to  Ireland. 

I  remained  on  board  the  Seattle  at  St.  Nazaire  until 
the  last  ships  were  cleared  and  at  noon  of  the  14th  day 
of  July  sailed  for  New  York,  escorting  the  Cyclops,  Ka- 
nawha, Occidente,  Luchenhach,  Dakotan,  Momits  and 
Montanan. 

At  my  request,  the  French  Government  had  made  the 
preparations  for  our  return  escort  through  the  subma- 
rine zone  much  more  elaborate  than  had  been  the  prepa- 


THE  RETURN  VOYAGE  55 

rations  for  our  arrival.  The  reason  for  this  was  that 
during  our  stay  in  St.  Nazaire  the  submarine  activities 
had  greatly  increased.  No  less  than  three  large  Ameri- 
can schooners  had  been  torpedoed  near  the  mouth  of 
the  Loire  and  two  steamers  had  been  mined  near  Belle 
Isle.  Our  destroyer  escort  consisted  of  three  French 
destroyers  and  five  of  our  own.  The  French  Government 
also  supphed  a  dirigible  and  one  or  two  airplanes.  Two 
mine-sweepers  preceded  us. 

The  rapid  expansion  of  the  Navy  meant  that  we  had 
many  new  recruits  to  train  and  careful  attention  was 
given  to  the  instruction  and  drill  of  gun  crews.  In  order 
not  to  delay  convoy  operations  a  method  of  conducting 
target  practice  en  route  was  devised  during  the  first 
expedition  and  all  ships  had  target  practice  at  sea  when 
clear  of  the  zone  of  greatest  submarine  activity. 

A  periscope  target  was  designed  which  would  dive  and 
expose  itself  at  irregular  intervals  when  towed  300  yards 
astern.  All  vessels  were  equipped  with  these  targets, 
and  each  ship  also  organized  a  so-called  rake  party  to 
take  station  in  the  stern  of  the  towing  vessel  and  observe 
the  splashes  over  a  long  graduated  rake  measuring  and 
recording  the  distance  of  the  splashes  over  or  short  of 
the  periscope  target. 

The  accuracy  of  the  firing  ships  was  thus  checked  and 
a  method  of  scoring  having  been  determined  the  gun 
crews  were  in  competition,  and  excellence  encouraged  by 
the  award  of  prize  money. 

The  firing  ship  was  required  to  maneuver  as  it  would 
in  actual  torpedo  attack,  heading  for  or  away  from  the 
periscope.  To  hold  practice  it  was  not  necessary  to  stop 
the  convoy.  The  towing  ship  and  firing  ship  were  desig- 
nated by  signal  and  proceeded  with  the  firing,  the  other 
ships  continuing  on  their  course  and  keeping  clear. 


56     HISTORY  OF  TRANSPORT  SERVICE 

Keen  interest  was  taken  in  this  target  practice  and  it 
is  probable  that  more  than  one  transport  was  saved  by 
the  skill  developed  in  this  manner  by  the  gun  crews  in 
dropping  a  shower  of  shells  near,  if  not  on,  the  periscope 
of  an  attacking  submarine,  thus  confusing  the  enemy's 
aim. 

Later  the  ships  were  supplied  mth  diving  or  plunging 
shell  designed  to  follow  an  underwater  trajectory  and  to 
explode  on  contact  with,  or  in  the  vicinity  of,  the  sub- 
merged submarine.  The  principle  of  the  diving  shell  was 
the  same  as  that  of  the  depth-bomb  and  they  no  doubt 
added  to  the  embarrassments  of  the  U-boat  commanders. 
The  details  of  these  and  other  anti-submarine  devices 
will  be  described  in  a  later  chapter. 

The  return  voyage  was  uneventful  with  the  exception 
of  a  ripple  of  excitement  one  afternoon  when  we  thought 
we  had  sighted  the  German  raider  See  Adler. 

Before  sailing  from  St.  Nazaire,  I  had  obtained  from 
the  French  Admiralty  the  latest  information  of  this  ves- 
sel, and  she  was  described  as  follows : 

"The  German  raider  See  Adler,  now  probably 
operating  in  the  Atlantic,  was  formerly  the  full 
rigged  American  ship  Pass-of-Balmaha,  about  1,500 
tons,  steel  hull,  built  at  Glasgow  in  1888.  (See 
sketch  attached.) 

"The  See  Adler  is  an  auxiliary,  both  sail  and 
steam,  and  is  driven  by  a  Diesel  engine,  giving^  a 
speed  of  about  11  knots  in  fine  weather.  In  a  strong 
favorable  breeze  she  can  make  16  knots. 

"Her  armament  probably  consists  of  four  6-inch 
guns,  two  concealed  on  each  side;  four  4-inch  guns, 
one  on  each  bow;  two  movable  machine  guns,  and  a 
range  finder  mounted  on  the  forecastle.  She  also 
probably  carries  four  torpedo  tubes  and  75  mines. 


THE  RETURN  VOYAGE 


57 


THE  RETURN  VOYAGE  59 

**Wlieii  a  ship  is  in  sight  canvas  cowls  are 
rigged;  a  man  in  feminine  dress,  carrying  a  sun- 
shade, is  often  seen  on  the  poop.'* 

The  strange  vessel  sighted  by  the  Seattle  was  a  three- 
masted  square  rigger,  closely  resembling  this  descrip- 
tion. She  acted  so  suspiciously  that  I  directed  that  a 
one-pounder  be  fired  across  her  bow  to  bring  her  to. 
This  had  no  effect  and  was  followed  by  a  3-inch  shell  with 
better  result.  The  Seattle  then  approached  the  suspect 
with  caution,  maneuvering  to  keep  out  of  possible  torpedo 
range.  All  our  guns  were  trained  upon  her  ready  to  open 
fire  instantly  and  one  6-inch  shot  from  our  secondary 
battery  would  have  blown  her  out  of  the  water. 

Much  to  our  disappointment,  as  we  closed  up,  she 
displayed  the  English  red  ensign  and  proved  to  be  a 
Newfoundland  fisherman.  It  must  have  been  from  some 
such  craft  that  the  Germans  copied  the  See  Adler's  rig 
as  the  two  were  almost  identical. 

All  ships  made  the  return  voyage  in  safety  and  I  had 
the  infinite  satisfaction  of  receiving  letters  of  congratu- 
lation from  General  Sibert,  who  commanded  the  troops 
of  the  first  expedition,  from  the  Secretary  of  the  Navy, 
and  from  the  Secretary  of  War.  All  of  these  were  pub- 
lished to  the  entire  force  and  the  commendation  was  a 
great  spur  to  further  endeavors. 

LETTEB  FROM  GENERAL.  SIBERT 

**  Headquarters,  First  Expeditionary 
Division,  France,  July  2, 1917. 
Commanding  Officer,  U.  S.  Naval  Convoy, 

First  Expeditionary  Force. 
My  Dear  Admiral  Gleaves : 

The  safe  arrival  this  date  of  the  fourth  and  last 
division  of  the  first  convoy,  prompts  me  to  convey  to  you 


60    HISTORY  or  TRANSPORT  SERVICE 

my  sincere  congratulations  upon  the  successful  comple- 
tion of  the  difficult  task  with  which  you  were  charged. 

In  as  far  as  I  can  speak  from  personal  observation  and 
from  hearsay,  I  desire  also  to  express  my  appreciation 
of  the  highly  courteous  treatment  which  the  Army  in- 
variably received  at  the  hands  of  your  subordinates  in  the 
Navy  charged  with  duty  on  board  of  the  transports. 

I  am 
Very  sincerely  yours, 

(Signed),  Wm.  L.  Sibeet, 
Major  General,  U.  S.  Army. 

LETTER  FROM  THE  SECRETARY  OF  THE  NAVY 

NAVY  DEPARTMENT, 
WASHINGTON,  D.   C. 

4  August,  1917. 
My  Dear  Admiral: 

I  have  received  the  official  report  containing  the 
details  of  the  several  attacks  made  by  submarines  upon 
the  ships  under  your  command,  carrying  the  first  Amer- 
ican troops  to  France,  to  take  part  in  the  war.  I  have 
read  this  report  with  the  deepest  interest  and  have  sent 
exact  copies  of  it  to  the  House  and  Senate  Naval  Affairs 
Committees.  I  have  also  given  out  to  the  press  a  copy, 
omitting  the  names  of  the  ships  and  latitude  and  longi- 
tude in  which  the  attacks  took  place.  I  wish  to  express 
the  appreciation  of  the  Department,  and  also  of  the  whole 
country  to  you  as  Commander,  and  to  the  officers  and 
men  to  whom  was  committed  this  hazardous  and  impor- 
tant undertaking.  It  is  a  matter  of  national  rejoicing 
that  the  troops  arrived  safely  and  that  you  executed  this 
important  duty  in  a  manner  to  call  for  the  highest  com- 
mendation.  Sincerely  yours, 

JosEPHus  Daniels. 


THE  RETURN  VOYAGE  61 

On  July  3,  1917,  the  Secretary  of  War  wrote  the  f  ol^ 
lowing  letter  to  the  Secretary  of  the  Navy : 

My  Dear  Mr.  Secretary : 

Word  has  just  come  to  the  War  Department  that  the 
last  ships  convoying  General  Pershing's  Expeditionary 
Force  to  France  arrived  safely  to-day.  As  you  know,  the 
Navy  assumed  the  responsibility  for  the  safety  of  these 
ships  on  the  sea  and  through  the  danger  zone.  The  ships 
themselves  and  the  convoys  were  in  the  hands  of  the 
Navy,  and  now  that  they  have  arrived  and  carried,  with- 
out the  loss  of  a  man,  our  soldiers,  who  are  the  first 
to  represent  America  in  the  battle  for  democracy,  I  beg 
leave  to  tender  to  you,  to  the  Admiral,  and  to  the  Navy, 
the  hearty  thanks  of  the  War  Department  and  of  the 
Army.  This  splendid  achievement  is  an  auspicious  be- 
ginning and  it  has  been  characterized  throughout  by  the 
most  cordial  and  effective  cooperation  between  the  two 
military  services. 

Cordially  yours, 

(Signed),  Newton  D.  Bakeb, 
Secretary  of  War. 


CHAPTER  rV 

LESSONS  LEARNED  FROM  EXPERIENCE  OF  FIRST  VOYAGE 
—REPAIRING  THE  GERMAN  SHIPS 

LESSONS  LEABNED  FROM  EXPERIENCES  OF   THE  FIRST  VOYAGE 

Many  valuable  lessons  were  learned  from  the  expe- 
riences of  the  first  voyage  and  steps  were  immediately 
taken  to  incorporate  them  in  the  development  and  ex- 
pansion of  troop  transportation  work. 

In  my  mind  a  most  important  lesson  taught  by  this 
voyage  was  that  the  transportation  should  be  done  en- 
tirely by  the  Navy,  and  I  believe  further  that  this  was 
the  unanimous  opinion  of  all  the  army  officers  with  whom 
I  discussed  the  subject. 

A  method  of  procedure  was  agreed  upon  by  the  War 
and  Navy  Departments  and  having  been  approved  by  the 
President  had  all  the  force  of  statute  law.  Charter  rules 
governing  the  Army  and  Na\y  in  convoy  operations  were 
set  forth  in  a  confidential  order  signed  and  promulgated 
by  the  President  as  Commander-in-Chief. 

The  task  of  protecting  military  expeditions  embarked 
on  the  sea  is  purely  naval  and  many  of  the  most  im- 
portant measures  of  protection  in  submarine  waters  are 
those  which  must  be  enforced  within  the  transport  itself. 

The  Navy  was  the  establishment  best  equipped  for 
quickly  organizing  and  operating  the  transport  fleet.  To 
this  view  the  success  of  the  first  expedition  added  weight. 

Upon  my  return  I  was  called  to  Washing-ton  in  con- 
ference with  the  Secretary  of  Navy  and  the  Chief  of 

62 


LESSONS  FROM  EXPERIENCE         63 

Naval  Operations.  I  strongly  urged  that  the  operation 
of  the  transports  be  taken  over  entirely  by  the  Navy  and 
that  they  be  fully  manned  by  Naval  officers  and  crews. 
Shortly  after,  the  War  and  Navy  Departments  jointly 
recommended  this  plan. 

The  dividing  line  of  authority  in  the  transport  service 
was  made  at  the  docks;  the  Army  superintended  the 
docks  in  the  ports  of  embarkation  and  debarkation,  pro- 
viding and  loading  passengers  and  cargo ;  the  Navy  took 
charge  afloat,  provided  and  routed  escorts  and  convoys, 
manning,  operating,  repairing,  coaling  and  provisioning 
the  transports. 

Providing  a  transport  fleet  was  pioneer  work.  Ships 
had  to  be  obtained,  officers  and  crews  enrolled  and 
trained.  It  was  necessary  to  have  docks,  storehouses, 
lighters,  and  tugs,  coaling  equipment,  repair  facilities, 
and  all  the  varied  machinery  for  operating  and  maintain- 
ing a  large  transportation  service.  An  efficient  admin- 
istrative organization  had  to  be  developed  and  red  tape 
had  to  be  cut. 

During  the  first  voyage  we  also  learned  a  great  deal 
which  proved  useful  in  developing  a  sound  doctrine.  It 
is  always  the  unexpected  which  happens  at  sea,  especially 
when  fighting  submarines,  and  it  was  my  policy  and  en- 
deavor never  to  restrict  any  Captain  by  hard  and  fast 
rules.  He  was  always  encouraged  to  use  his  own  discre- 
tion and  was  given  the  assurance  that  in  doing  so  he 
would  always  have  my  backing  and  support. 

The  best  protection  of  a  transport  from  torpedo  at- 
tack is  alert  seamanship.  In  this  our  Captains  excelled. 
Theirs  was  not  a  spectacular  position  and  few  people 
appreciated  the  weight  of  responsibility  they  carried  and 
the  strain  of  their  constant  vigilance.  Their  reward  is 
satisfaction  in  difficult  and  important  duty  well  done. 

The  first  experience  broadened  our  ideas  and  views  of 


64      HISTORY  OF  TRANSPORT  SERVICE 

the  entire  subject.  I  summoned  the  Captains  to  fre- 
quent conferences  and  frank  discussion  cleared  the  air. 
Finally  a  set  of  orders,  confidential,  special,  and  general, 
were  developed  which  taken  together  made  an  organiza- 
tion flexible  but  thorough  and  practical  in  every  way. 

One  rule,  however,  I  emphasized  from  the  beginning 
and  it  was  hard  and  fast — in  case  a  transport  of  a  con- 
voy was  torpedoed  the  other  troopships  steamed  away 
at  full  speed  and  left  the  rescue  work  to  the  light  draft 
escort  craft.  Early  in  the  war  it  cost  England  hun- 
dreds of  lives  and  three  fine  cruisers,  the  Ahoukir,  Cressy 
and  Hogue,  to  learn  the  lesson  that  to  go  to  the  assistance 
of  a  torpedoed  ship  is  to  play  into  the  hand  of  the  lurking 
U-boat.  We  profited  by  her  experience  and  lost  no  ships 
in  this  way.  Our  Captains  obeyed  the  above  rule  scrupu- 
lously, although  it  went  strongly  against  their  instinct, 
which  was  always  to  go  to  the  assistance  of  a  ship  in 
distress. 

As  soon  as  the  number  of  transports  in  service  per- 
mitted, the  policy  was  adopted  of  sending  them  in  groups 
composed  as  far  as  possible  of  not  less  than  four  nor 
more  than  eight  vessels,  all  of  about  the  same  speed, 
each  group  escorted  by  a  cruiser  and  two  destroyers  and 
sailing  at  intervals  of  eight  days.  Eendezvous  at  sea 
were  established  with  destroyers  on  the  other  side  to 
escort  the  troopships  through  the  danger  zone  of  greatest 
submarine  activity. 

The  transportation  of  the  Army  to  Europe  was  a  joint 
Army  and  Navy  proposition,  and  it  could  not  have  been 
handled  satisfactorily  had  it  not  been  for  the  unity  with 
which  the  services  worked  together.  The  War  Depart- 
ment was  represented  in  Hobokon,  New  Jersey,  which 
was  the  principal  home  terminal,  by  Major  General  D. 
C.  Shanks,  U.  S.  Army,  and  at  Newport  News  by  Major 
General  Grote  Hutchinson,  both  men  of  large  views  and 


LESSONS  FROM  EXPERIENCE         65 

broad-gauged  ideas.  Rear  Admiral  H.  P.  Jones,  an  offi- 
cer of  rare  judgment  and  ability,  commanded  the  NeW" 
port  News  Division  of  the  Cruiser  and  Transport  Force, 
The  cost  of  the  transportation  and  the  expenses  of  up- 
keep, repairs  and  maintenance,  were  paid  by  the  Army. 

Thus  it  will  be  seen  that  the  overseas  movement  waa 
by  no  means  a  one-man  task.  There  were  many  engaged 
in  it,  and  the  success  of  it  is  due  to  the  fact  that  the 
Administrative  and  Executive  heads  worked  together  on 
shore,  and  those  of  the  Force  at  sea  faithfully,  efficiently 
and  zealously  executed  their  orders. 

The  destroyers  were  enabled  to  perform  transatlan- 
tio  escort  duty  by  the  stationing  of  a  tanker  in  mid- 
ocean  from  which  they  could  refuel. 

The  first  oiling  at  sea  of  our  destroyers  en  route 
for  Europe  was  done  on  May  28,  1917,  when  six  of 
the  oil  burners  bound  for  Ireland  were  enabled  to  make 
the  trip  under  their  own  power.  I  was  keenly  interested 
in  ''oiling  at  sea,"  as  the  operation  had  been  developed 
in  pre-war  days  under  my  supervision,  so  I  sent  my  per- 
sonal aide.  Lieutenant  Commander  Perkins,  in  the  tanker 
Maumee,  detailed  to  this  duty.  The  following  is  quoted 
from  one  of  his  letters  written  to  me  from  the  Maumee. 

The  first  part  of  the  job  is  over  and  was  success- 
fully accomplished,  although  the  weather  was  very 
unfavorable. 

There  was  a  heavy  sea  running  and  a  fresh  bresze 
blowing,  but  by  making  a  lee  we  could  take  one  at  a 
time  and  finished  the  six  in  one  day. 

Due  to  the  heavy  seas  we  parted  two  or  three 
hawsers  but  there  were  no  accidents  and  no  damage. 

The  night  after  we  finished  (May  28,  1917)  it 
blew  up  a  gale  from  the  northwest  which  lasted 
until  this  morning  (May  31gt). 


66      HISTORY  OF  TRANSPORT  SERVICE 

"We  make  port  (St.  Johns,  Newfoundland)  to- 
morrow and  will  be  ready  to  take  out  the  next  lot 
when  they  arrive  but  so  far  we  have  not  been  able 
to  raise  them  (by  radio). 

It  is  quite  cold  up  in  this  part  of  the  world. 
We  passed  a  number  of  icebergs — one  big  fellow 
this  afternoon. 

Destroyers  took  an  essential  part  in  our  transporta- 
tion work  and  they  never  failed  us.  For  over  a  year 
before  the  war  I  had  commanded  the  destroyer  force  of 
the  Atlantic  Fleet  and  as  I  retained  with  me  my  old  Staff 
when  assigned  convoy  duty,  the  experience  we  had  gained 
with  the  destroyers  contributed  to  the  close  cooperation 
and  understanding  which  existed  throughout  the  war. 

It  was  at  once  seen  that  a  properly  developed  avia- 
tion service  would  prove  of  great  value  in  troop  trans- 
portation work,  and  our  Navy  proceeded  to  establish  nu- 
merous aviation  stations  along  the  seaboard  of  the  East 
Atlantic.  The  first  American  fighting  force  landed  in 
France  was  a  detachment  of  Naval  aviators,  and  Lieuten- 
ant Whiting,  who  had  conducted  much  experimental  fly- 
ing from  my  flagship,  the  Seattle,  wrote  me  from  Paris 
on  July  6,  1917,  that  while  the  British  and  French  recog- 
nized the  importance  of  an  air  service  against  subma- 
rines they  were  much  handicapped  by  lack  of  material 
and  personnel  because  of  the  pressing  needs  on  the  West- 
em  front  and  in  the  North  Sea. 

"VVhiting  said  in  part,  "The  French  have  awakened 
and  are  now  commencing  to  establish  stations  along  their 
entire  coast  from  Dunkirk  to  Bayonne,  and  only  a  lack 
of  material  and  unwounded  pilots  (they  are  using  pilots 
from  the  front  who  have  been  wounded  and  some  land 
planes)  has  prevented  this  being  done.  They  need  all 
the  assistance  we  can  give  them  both  in  material  and 


LESSONS  FROM  EXPERIENCE         67 

men — ^not  only  pilots  but  all  the  types  of  men  necessary 
to  maintain  a  seaplane  station  and,  at  present,  to  estab- 
lish these  stations.  Men,  material,  equipment  must  be 
provided  quickly  to  put  down  the  submarine  menace  if 
troops  are  to  be  brought  over  in  safety." 

The  interest  of  the  transportation  service  in  aviation 
is  obvious  and  it  was  a  happy  coincidence  that  the  peace 
time  development  of  aviation  in  the  fleet  should  have 
been  assigned  to  the  armored  cruisers  Seattle  and  North 
Carolina,  the  Seattle  then  being  my  Flagship  of  the  De- 
stroyer Force.  I  believe  that  our  first  use  of  airplanes 
at  sea  for  military  purposes  was  made  when  Lieutenant 
Whiting,  operating  from  the  Seattle,  made  a  flight  over 
San  Juan  del  Sur,  Cuba,  for  the  purpose  of  observing 
the  movements  of  the  insurgents,  and  when  he  carried 
a  message  from  me  at  sea  to  Admiral  Mayo,  Commander- 
in-Chief  of  the  Atlantic  Fleet,  anchored  in  Guacanayabo 
Bay,  Cuba. 

The  first  radio  equipment  installed  in  seaplanes  was 
in  those  on  board  the  Seattle.  I  recall  that  it  was  while 
experimenting  with  radio  at  Guacanayabo  Bay,  Cuba, 
that  Lieutenant  Chevalier,  pilot,  accompanied  by  Lieu- 
tenant Lavender  as  radio  operator,  in  one  of  the  C-type 
of  planes,  was  forced  into  a  nose  dive  and  wrecked,  fall- 
ing from  a  height  of  about  300  feet.  Lieutenant  Laven- 
der was  severely  injured,  both  arms  being  broken,  but 
Lieutenant  Chevalier  escaped  without  serious  injury. 
Before  leaving  Guacanaj^abo  Bay,  Cuba,  three ^  of  the 
Seattle's  five  planes  had  been  wrecked. 

In  this  connection  it  is  interesting  to  note  that  Lieu- 
tenant Commander  A.  C.  Read,  who  made  the  first  trans- 
atlantic flight  in  command  of  the  NC-4,  was  one  of  the 
aviation  officers  on  board  the  Seattle  and  had  his  first 
experience  in  flying  seaplanes  from  that  vessel. 

Subsequent  experiments  in  aviation  at  sea  were  con- 


f8    HISTORY  OF  TRANSPORT  SERVICE 

tinued  by  the  Huntington.  The  Hwntington  demonstrated 
that  seaplanes  must  be  protected  from  the  weather  and 
especially  from  the  blast  of  guns  and  also  showed  the 
usefulness  of  a  kite  balloon  on  sea-going  ships  as  a 
lookout. 

The  system  of  using  the  kite  balloon  in  connection 
With  seaplanes,  afterward  successfully  developed  abroad, 
was  first  tried  on  board  the  Huntington  while  escorting 
troop  convoy  No.  7.  The  balloon  was  used  to  discover 
the  submarine,  the  plane  being  kept  ready  to  launch. 
In  a  practice  test,  dummy  depth  charges  were  dropped 
from  the  air  with  great  accuracy,  falling  at  an  average 
distance  of  six  and  one-half  feet  from  the  periscope  tar- 
get. Only  the  removal  of  seaplanes  from  the  cruisers 
prevented  further  use  of  this  plan. 

EEPAIKING   THE   GERMAN   SHIPS 

Upon  the  Declaration  of  War  the  United  States  Cus- 
toms Officers  took  possession  of  all  German  ships  in 
United  States  ports  and  the  larger  vessels  were  desig- 
nated to  be  fitted  out  as  troop  transports.  Their  Ger- 
man names,  new  names,  gross  tonnage,  and  fitting  out 
ports,  were; 


NEW  YORK 

Former  Name 

New  Name 

Gross  Tonnage 

Grosser  Kurfurst 

Aeolus 

13,102  tons 

Kaiser  Wilhelm  II 

Agamemnon 

19,301     ' 

George  Washington 

George  Washington 

25,569     ' 

Frederich  der  Grosse 

Huron 

10,771     ' 

Vaterland 

Leviathan 

52,820     ' 

Koenig  Wilhelm 

Madawaska 

9,410     ' 

Barbarossa 

Mercury 

10,984     ' 

Prinzess  Irene 

Pocahontas 

10,893     ' 

Hamburg 

Powhatan 

10,531     ' 

President  Grant 

President  Grant 

18,172     * 

President  Lincoln 

President  Lincoln 

18,172     .' 

, 

HAMAOE  TO   "I'O^rMKRxV"   DOIl.ERS 


"PRIXZKSS    IREXK  '    DAMAGED    H.    P.    CYI,IXDJ:R,    HEADY    FOR 
IXSERT,    PREPARATORY    TO    WEr.DIXO 


•IIIN/.ESS     IKKNi;. 

;    I'l  \i  i:,  Ki:  \l)^■ 


INSERT    IX     Tf. 
((    WEI, I) 


P.     C'^IIVDEH 


'I'ltlXZFSS  IREXE."     FINISHED  WEM)   IX    II.  P.  CYLINDER 


ac:ajie:mnon,    ex-kaiser  wii.hei.m  ii. 
showing  clearance  between  stern  axd 
head  of  dock.    how  (figure  '29)  actually 
touching  stkl'  of  dock  wall 


"ag.v.'me.'mxon,'"  ex-kaiser  wilhei.m  h. 
i'oint  of  stern  i'rojecting  hetween 

IIH AC'i:s   (IF    CAISSON',   RFIIDER    SWliNCi 
(id        1(1    r'OICr   'I'd   Cl.llAK    CAISSON 


C'AI'TMN     DC     W.    Ill   \Mi;il,    I-.  S.   V..    CIIIFI     ol     SIM  I' 


REPAIRING  THE  GERMAN  SHIPS    69 

BOSTON 

Former  Name  New  Name  Gross  Tonnage 

Amerika  America  22,622  tons 

Cincinnati  Covington  16,339     " 

Kronprinzessin  Cecile  Mount  Vernon  19,503     " 

NORFOLK 

Neckar  Antigone  9,835  tons 

Rheim  Susquehanna  7,797     " 

PHILADELPHIA 

Kronprinz  Wilhelni  Von  Steuben  14,008  tons 

The  Prinz  Eitel  Friedrich  had  already  heen  fitted 
out  as  an  auxiliary  cruiser  and  transport  at  the  Phila- 
delphia Navy  Yard  and  renamed  the  De  Kalh. 

These  vessels  were  first  under  the  Shipping  Board, 
but  the  work  of  repairing  them  was  not  progressing  sat- 
isfactorily and  I  urgently  recommended  that  they  be 
taken  over  at  once  by  the  Navy.  Toward  the  latter  part 
of  July  they  were  turned  over  to  the  Navy  Department 
and  the  work  of  preparing  them  for  sea  was  pushed  to 
the  utmost.  The  Leviathan,  the  last  ship,  sailed  for 
Europe  on  December  17, 1917. 

To  a  man  who  really  loves  his  ship,  malicious  injury 
to  her  by  her  own  captain  seems  almost  impossible ;  but 
the  Teutonic  mind  is  utilitarian  rather  than  sentimental, 
and  so,  when  we  went  to  war,  the  captains  of  these  ships, 
acting,  no  doubt,  under  instructions  from  the  men  higher 
up,  set  to  with  sledge  and  chisel  to  wreck  and  destroy. 
(See  Chief  of  German  Admiralty  memorandum,  page 
271.) 

Even  so,  they  were  stupid  and  blundered  in  the  job. 
We  were  accustomed  to  attribute  to  these  men  a  knowl- 
edge and  ingenuity  almost  superhuman,  and  yet  they 
failed  to  take  into  account  electric  welding,  to  say  noth- 
ing of  Yankee  ingenuity,  perseverance  and  skill. 


70      HISTORY  OF  TRANSPORT  SERVICE 

When  these  ships  were  turned  over  to  my  command, 
the  repairs  had  already  progressed  under  the  personal 
supervision  of  Commander  Jessop  of  the  Navy,  who  ac- 
complished a  big  work  in  organizing  and  directing  his 
gangs.  He  gained  much  reputation  by  devising  a  method 
of  cleaning  the  Leviathan's  bottom  by  divers,  which  was 
most  important,  for  she  was  very  foul  after  her  three 
years  alongside  the  pier  at  Hoboken,  and,  as  is  well 
known,  there  was  no  drydock  in  the  country  large  enough 
to  take  her. 

Before  these  ships  were  commissioned  several  naval 
officers  and  a  skeleton  naval  crew  were  ordered  on  board 
each  of  them,  to  assist  and  supervise.  Daily  reports  of 
progress  were  made,  and  each  week  I  held  a  conference 
on  board  the  Flagship  with  my  Staff  and  the  officers  as- 
signed the  different  ships  for  the  purpose  of  interchang- 
ing ideas  and  devising  ways  and  means  to  expedite  the 
work. 

The  damage  done  to  auxiliary  machinery,  piping, 
and  fittings  by  deterioration  from  lack  of  care  was,  in 
general,  even  greater  than  that  done  willfully.  The  boil- 
ers, the  most  sensitive  and  vital  part  of  a  ship,  had 
suffered  woefully  through  neglect,  and  the  ships  through- 
out were  dirty  beyond  description. 

The  naval  crews  were  gradually  filled  up  to  strength, 
and  while  machinery  repairs  were  going  on,  they  went 
ahead  with  scrubbing,  scraping,  cleaning,  painting,  dis- 
infecting, and  fumigating,  to  make  the  ships  habitable 
and  sanitary  for  the  troops. 

The  chief  acts  of  sabotage  had  been  directed  against 
the  main  engines.  As  an  example,  on  board  the  George 
Washington,  the  high  pressure  cylinders  of  both  main 
engines,  both  first  intermediate  pressure  valve  chests, 
and  the  steam  nozzles  to  both  low  pressure  valve  chests 
were  wrecked, — large  sections  of  castings  having  been 


REPAIRING  THE  GERMAN  SHIPS    71 

broken  off,  evidently  by  the  use  of  heavy  battering  rams. 
The  castings  of  both  main  circulating  pumps  were  also 
battered.  The  two  main  engine  throttle  valves  with  their 
operating  gear  had  been  removed  from  the  ship  together 
with  about  thirty  boiler  manhole  plates  and  parts  of  vari- 
ous auxiliary  machinery. 

The  biggest  job,  of  course,  was  the  work  of  repairing 
the  main  engines.  This  was  most  successfully  accom- 
plished by  electro-welding  large  cast  steel  pieces  or 
patches  on  the  parts  of  the  castings  which  remained  in- 
tact. This  was  completed  in  a  few  months,  whereas  to 
make  new  cylinders  would  have  taken  over  a  year. 

This  electric  welding  was  an  engineering  feat  which 
the  Germans  had  not  calculated  on.  The  enemy  had 
broken  out  large  irregular  pieces  of  the  cylinders  by 
means  of  hydraulic  jacks.  Where  these  parts  had  been 
left  in  the  engine  room  they  were  welded  back  into  place, 
and  in  cases  where  the  pieces  had  been  thrown  over- 
board new  castings  were  made. 

Electric  welding  is  a  slow  and  difficult  process  and 
was  carried  on  day  and  night,  Sundays  and  holidays, 
to  the  full  capacity  of  the  available  skilled  mechanics. 
After  each  casting  had  been  welded,  the  cylinders  were 
machined  in  place, — special  cutting  apparatus  being 
rigged  for  this  purpose.  Finally  each  cylinder  and  valve 
chest  was  thoroughly  tested  under  hydrostatic  pressure. 
The  repairs  to  the  cylinders  were  uniformly  successful. 
In  actual  trial  they  held  up  perfectly  under  hard  operat- 
ing conditions  and  there  was  not  an  instance  of  the 
welded  portion  breaking  away. 

The  auxiliary  machinery  was  also  damaged  but  not 
to  the  same  extent  as  the  main  engines.  Some  of  the 
dynamo  engines  and  ship's  pumps  were  badly  smashed, 
and  the  castings  of  the  circulating  pumps,  which  supply 
the  cold  salt  water  for  condensing  the  exhaust  steam, 


72    HISTORY  OF  TRANSPORT  SERVICE 

seemed  to  be  a  favorite  object  of  attack.  Several  main 
steam  line  valves  and  engine  throttle  valves  had  been 
dropped  over  the  side  and  numerous  machinery  parts 
were  missing.  Electric  wiring  in  some  of  the  ships  was 
cut  and  the  electric  leads  interchanged. 

The  work  of  repairing  the  ships  was  attended  by 
various  sorts  of  difficulties.  For  one  thing,  there  were 
no  plans  of  the  machinery  and  but  few  plans  of  the  ships. 
The  machinery  was  all  of  German  manufacture  and 
missing  and  broken  parts  could  not  be  purchased  in  the 
market.  Everything  requiring  renewal  had  to  be  spe- 
cially manufactured,  and  missing  parts  had,  first,  to  be 
designed. 

In  addition  to  the  long  list  of  machinery  repairs, 
extensive  alterations  were  effected,  including  the  instal- 
lation of  thousands  of  ''standees"  or  bunks;  large  in- 
creases in  the  bathing  and  sanitary  plumbing  arrange- 
ments; the  enlargement  of  the  galleys  and  increase  of 
commissary  equipment;  the  installation  and  equipment 
of  hospitals;  the  provision  of  life  rafts,  boats  and  life 
belts  for  four  or  five  times  the  normal  number  of  pas- 
sengers ;  the  installation  of  guns  and  ammunition  maga- 
zines ;  and  scores  of  other  smaller  but  important  changes 
necessary  to  permit  the  great  increase  in  passenger 
capacity,  and  at  the  same  time  to  keep  the  ships  safe  and 
sanitary. 

Most  of  the  ships  carried  only  enough  coal  for  one 
passage  across  the  ocean.  Because  of  the  coal  shortage 
in  France  and  the  shortage  of  colliers,  it  was  decided 
to  increase  the  coal  capacity  of  all  transports  to  enable 
them  to  make  the  return  passage  without  refueling 
abroad.  To  accomplish  this  some  of  the  cargo  holds  Avere 
converted  into  bunkers.  All  naval  transports  were  fitted 
to  carry  coal  or  nearly  enough  coal  for  the  round  trip. 


REPAIRING  THE  GERMAN  SHIPS    73 

TYPICAL.  GERMAN  DESTRUCTION" 

In  some  instances  the  Germans  showed  originality, 
but  in  the  main  the  destruction  was  similar  in  all  ships. 
As  an  example,  the  following  is  a  translation  of  a  Ger- 
man memorandum  found  on  board  the  S.  S.  Hamburg, 
renamed  the  Powhatan,  which  describes  the  wrecking 
done  to  that  vessel. 

1.  Starboard  and  port  H.P.  cylinder  with  valve 
chest ;  upper  exhaust  outlet  flange  broken  off.  (Can- 
not be  repaired.) 

2.  Starboard  and  port  1st  M.  P.  cylinder  with 
valve  chest ;  upper  exhaust  outlet  flange  broken  off. 
(Cannot  be  repaired.) 

3.  Starboard  and  port  2nd  M.  P.  valve  chest; 
steam  inlet  flange  broken  off.    (Cannot  be  repaired.) 

4.  Valve  chest  cover  damaged,  balance  cylinder 
broken.     (Cannot  be  repaired.) 

5.  Four  relief  valves  from  2nd  M.  P.,  overboard 
— ^lost. 

6.  Starboard  2nd  M.  P.  piston  guide  rod  dam- 
aged.    (Cannot  be  repaired.) 

7.  Port  2nd  M.  P.  stuffing-box  gland  of  piston 
rod  guide,  overboard — lost. 

8.  Starboard  and  port  low  pressure  valve 
chests:  steam  inlet  flanges  broken  off.  (Cannot  be 
repaired.) 

9.  Valve  chest  cover  damaged,  balance  cylinder 
broken.     (Cannot  be  repaired.) 

10.  Two  relief  valves,  overboard — ^lost. 

11.  Port  low  pressure  stuffing-box  gland  of 
piston  rod  guide,  overboard — lost. 

12.  Port  and  starboard  main  engine  stop-valve, 
with  by-pass  valves  and  reversing  engine  valves, 
overboard — lost. 

13.  Low  pressure  relief  valves  and  two  guides 
of  valve  stem,  overboard — lost. 


74    HISTORY  OF  TRANSPORT  SERVICE 

14.  Port  and  starboard  exhanst  nozzles  (out- 
lets) from  high  pressure  to  first  M.  P.,  three  (3) 
flanges  broken  off,  two  relief  valves,  overboard — 
lost. 

15.  First  M.  P.  starboard:  exhaust  pipe  of  ex- 
haust line  to  2nd  M.  P.,  flange  broken  off.  (Cannot 
be  repaired.) 

16.  Guide  of  valve  stem,  relief  valve  on  cylinder, 
overboard — lost. 

17.  First  M.  P.  port:  exhaust  pipe  of  exhaust 
line  to  2nd  M.  P.,  flange  broken  off.  (Cannot  be  re- 
paired.) 

18.  Exhaust  line  to  2nd  M.  P.  damaged,  guide 
on  valve  stem  relief  valve,  overboard — lost. 

19.  Starboard  and  port  low  pressure  exhaust 
pipes  damaged.    (Cannot  be  repaired.) 

Translated  by, 

J.  W.   COATES, 

Chief  Machinist,  U.  S.  N.  R.  F., 

attached  to  the  U.  S.  S.  Poivhatcm. 

While  the  preparation  of  the  big  liners  was  being 
rushed  there  was  a  smaller  fleet  of  vessels  steadily  push- 
ing its  way  across  and  back,  carrying  a  comparatively 
small  number  of  troops  but  a  most  significant  promise. 

It  was  not  expected  that  this  service  could  continue 
without  losses.  Of  the  four  vessels  which  sailed  from 
New  York  on  September  24,  1917,  two,  the  Antilles 
and  Finland,  were  torpedoed  on  the  return  passage.  The 
Antilles  was  sunk  and  the  Finland  was  badly  injured 
but  succeeded  in  returning  to  Brest  under  her  own  steam. 
These  and  other  losses  will  be  subject  matter  for  later 
chapters. 


CHAPTER  V 

SAFEGUARDING  THE  TROOPSHIPS 

It  is  interesting  to  consider  some  of  the  new  features 
in  organization,  equipment  and  navigation  forced  upon 
ships  by  submarine  warfare.  The  inventor  had  oppor- 
tunity to  exercise  his  talent  in  a  field  which  had  no  limit. 
At  home  and  abroad,  suggestions  for  securing  the  abso- 
lute safety  of  ships  came  pouring  in  from  well  meaning 
people,  who,  for  the  most  part,  had  zeal  without  knowl- 
edge of  sea  or  ship — wonderful  fancies  for  destroying  the 
'*sub"  and  saving  the  vessel. 

For  instance,  there  was  one  suggestion  that  upon  the 
near  approach  of  a  U-boat,  the  vessel  attacked  should 
fire  at  the  enemy  periscope  a  shell  with  line  attached 
from  a  rocket  gun,  such  as  is  used  by  the  Coast  Guard 
to  throw  a  life  line  across  a  ship  in  distress,  the  idea 
being  to  entangle  the  U-boat,  in  other  words  to  las- 
soo  him. 

Another  suggestion  was  to  make  the  ship  unsinkable 
by  filling  her  up  with  water-tight  boxes.  This  was  ac- 
tually tried,  but  one  torpedo  sent  the  alleged  unsinkable 
ship  to  the  bottom. 

I  think  that  all  propositions,  even  those  obviously 
impracticable,  were  given  careful  consideration.  As  was 
to  be  expected,  however,  the  real  defenses  against  the 
submarine  were  devised  by  practical  seamen. 

THE  TORPEDO 

The  general  characteristics  of  the  torpedo  are  now 
pretty  well  known.    It  is  a  highly  scientific  mechanism 

75 


76    HISTORY  OF  TRANSPORT  SERVICE 

consisting  of  many  intricate  parts  ingeniously  assembled 
in  a  metal  shell  about  twelve  to  twenty  feet  long,  eighteen 
to  twenty-one  inches  in  diameter,  weighing  about  one  ton, 
and  valued  in  this  country  at  about  $8,000. 

In  appearance  a  torpedo  somewhat  resembles  a 
small,  elongated  auto-submarine.  It  has  horizontal  and 
vertical  rudders  which  can  be  so  adjusted,  in  conjunc- 
tion with  an  automatic  steering  device,  as  to  make  the 
torpedo  keep  at  a  certain  depth  and  either  travel  straight 
or  in  a  curve.  The  torpedo  is  propelled  by  screws 
driven  by  an  automatic  compressed  air  engine,  capable  of 
giving  a  speed  as  high  as  thirty-six  knots. 

By  the  act  of  launching  from  the  tube,  a  starting  lever 
is  tripped,  which  causes  the  propelling  mechanism  to  go 
ahead  at  full  speed.  The  head  of  the  torpedo  carries 
a  powerful  bursting  charge. 

The  object  of  the  U-boat  is  to  launch  a  torpedo  so  that 
it  will  detonate  this  high  explosive  against  the  under- 
water body  of  the  target  ship. 

TYPICAL,   U-BOAT    ATTACK 

There  are  any  number  of  variations  in  the  plans  used 
under  various  circumstances  by  the  diiferent  submarine 
skippers,  but  for  the  sake  of  illustration,  suppose  a 
U-boat  submerged  in  a  favorable  position  ahead  and 
slightly  on  the  bow  of  her  quarry,  distant  4,000  yards, 
and  approaching  to  attack  at  a  speed  of  6  knots,  while 
the  target  ship  is  advancing  at  a  speed  of  about  12  knots. 

As  the  ship  can  probably  escape  by  maneuvering  if 
the  periscope  is  seen  before  the  torpedo  is  fired,  the 
critical  time  is  during  the  approach. 

The  problem  of  the  *'sub"  captain  watching  through 
his  periscope  is  not  a  "cinch."  He  has  to  estimate  the 
course  and  speed  of  the  big  fellow, — not  an  easy  thing 


XAVAI,  TRANSPORT  GUN   CREW 


RAXr.K   FIXDINO 


ADJUSTING    TIMING    MECHANISM    OX    DEPTH    B():MB 
JUST  BEFORE    FIRING   "y"'   GUN 


in    r.  s.   i)i;.s'ii(()\'i;ii      sioi  kion 


A   DOUBLE  DEPTH  CHARGE   FIRED  FROM  A      Y      GUX 


s 


A    i(JN\iJ\     IN     llli;   DAMil'.U    ZONE,  STEERING 
A  ZIG-ZAG   COURSE 


UKCRUITING    I'OSTER  BY    lIKHJtAX 
HEUTERDAIIL  EMPII ASIZIXfi  TKE    WORK 
OK  THE  TRAXSPOHT  FORCE 


BTTRXEV   r.EAR,    TTOISTTVO    IV    OVE 
Ol'  Tin:  OTTERS 


'SB^p:  'A'^-l' 


r^.M.-f  ?;-s  iT»~»*''^H'4i'".  'UU 


III  KM:V   (lEAII.     SKIIK  II    SII()\\IN(;    MiyniOl)  Ol'  ii'iriNU 
TO  STE.M    Ol'   VHSHEI      \  M)     MTION    IN'    I>|:  II.IH'TI  N  (I 

AN'riioRKii  mini: 


SAFEGUARDING  THE  TROOPSHIPS      77 

to  do,  especially  when  camouflaged  and  zigzagging.  The 
U-boat  must  then  be  maneuvered  so  as  to  be  able  to 
*'let  go"  her  torpedo  just  as  the  target  ship  passes  abeam 
and  close  aboard. 

Beginning  at  4,000  yards  the  submarine  can  be  ex- 
pected to  show  about  one  foot  of  periscope  and  observe 
for  a  period  of  about  thirty  seconds  and  then  disappear. 
After  this,  four  or  five  successive  observations  will  prob- 
ably be  taken  at  intervals  of  about  one  minute,  the  period 
of  time  that  the  periscope  is  exposed  diminishing  gradu- 
ally to  ten  or  five  seconds. 

When  closed  to  about  1,000  yards  or  less  the  firing 
exposure  will  be  made,  and  this  will  probably  be  for  about 
twenty-five  seconds  in  order  to  assure  a  well-aimed  tor- 
pedo, launched  at  about  500  yards  from  its  mark. 

The  above  procedure  is  not  absolute — some  subma- 
rine commanders  show  more  periscope  in  the  approach 
and  others  less — ^but  it  may  be  taken  as  typical.  This 
means  that  in  an  average  attack,  from  the  time  the  sub- 
marine can  be  seen  to  the  time  the  torpedo  is  fired, 
about  ten  minutes  elapse,  during  which  there  are  about 
fifteen  exposures  of  the  periscope  for  gradually  dimin- 
ishing periods  of  time,  ranging  from  thirty  seconds  down 
to  five  seconds,  except  the  last  exposure  for  firing,  which 
lasts  about  twenty-five  seconds. 

In  safeguarding  the  troopships,  the  escorting  mos- 
quito craft  of  air  and  sea^-I  also  have  in  mind  those 
who  laid  the  North  Sea  mine  barrages — all  did  won- 
derful work ;  but  we  did  not  have  nearly  enough  of  either 
destroyers  or  airplanes  to  answer  adequately  the  war- 
time demand.  Consequently,  the  ships  of  the  force  I  com- 
manded were  frequently  thrown  on  their  own  resources, 
and  as  all  hands  knew  that  they  were  on  the  receiving 
end  of  the  enemy  torpedoes,  considerable  interest  was 
taken  in  developing  ship  defense  to  the  utmost. 


78    HISTORY  OF  TRANSPORT  SERVICE 

The  submarine  defense  within  the  ship  included  look- 
outs, prompt  maneuvering  with  helm,  use  of  maximum 
speed,  guns,  depth  charges,  smoke  screens,  and  camou- 
flage painting. 

THE  LOOKOUT 

The  first  defense  against  the  U-boat  was  the  lookout. 
Never  has  there  been  so  clearly  proven  the  everlasting 
truth  that  "Eternal  Vigilance  is  the  price  of  Safety." 
The  old  sea  phrase  of  the  essentials  of  safety,  the  three 
*'l's" — log,  lead,  and  lookout — were  all  concentrated  in 
one  great  big  "L"  during  the  war. 

From  the  beginning,  it  was  obvious  that  the  entire 
horizon  would  have  to  be  kept  covered  by  keen  eyes  at 
all  times,  day  and  night,  and  that  the  usual  fashion  of 
instructing  lookouts  to  keep  a  bright  watch  on  the  port 
bow,  on  the  starboard  quarter,  etc.,  would  not  suffice. 

There  was  no  special  system  established,  until,  on  our 
first  expedition.  Lieutenant  Commander  Gill,  the  gun- 
nery officer  of  my  flagship,  came  into  possession,  in 
France,  of  an  essay  by  a  captain  of  the  French  Navy. 
From  this  he  developed  a  practical  and  scientific  method 
by  which  every  degree  of  the  horizon  was  under  constant 
examination  by  keen  and  tested  eyes,  watching  through 
binoculars.  This  system  was  used  by  the  Seattle  on  her 
first  return  voyage  and  later  adopted  by  the  other  ships 
of  the  force. 

No  man  was  kept  on  watch  longer  than  one-half  hour. 
He  was  taught  never  to  take  his  glasses  from  the  assigned 
arc,  indicated  by  a  dial  in  front  of  him.  Even  if  a  tor- 
pedo appeared  in  another  sector,  he  was  still  to  keep  his 
attention  riveted  on  his  own  arc,  because  U-boats  some- 
times hunt  in  pairs.  Lookouts  were  intensively  drilled 
until  it  became  second  nature  to  make  prompt  and  cor- 
rect reports  of  everything  sighted. 


SAFEGUARDING  THE  TROOPSHIPS     79 

In  the  so-called  circle  of  lookouts,  each  man  had 
fifteen  degrees  to  cover,  so  that  around  one  deck  there 
were  twenty-four  men  constantly  searching  their  assigned 
sectors.  Besides  these,  additional  lookouts  were  sta- 
tioned alow  and  aloft. 

So,  it  will  be  seen  why  the  Navy  Department  issued 
its  call  for  voluntary  loans  of  glasses  from  private  in- 
dividuals ;  these  numerous  lookouts  required  many  more 
than  the  Navy  Department  could  supply.  After  the 
Armistice  I  was  talking  to  a  gentleman,  who  was  one 
of  the  volunteers,  and  asked  him  if  he  had  ever  been 
thanked  by  the  ship  which  had  received  his  glasses.  He 
replied,  ''No,  I  don't  care  a  damn  for  the  thanks,  but 
I  would  like  to  have  my  glasses  back." 

Time  is  everything  in  a  torpedo  attack,  and  the  gain 
of  a  few  seconds  in  sighting,  reporting  and  putting  the 
helm  over  may  mean  saving  hundreds  of  lives. 

A  striking  instance  as  to  how  a  single  lookout  saved 
a  ship  was  the  experience  of  the  U.  S.  S.  Von  Steuben, 
returning  home  in  June,  1918.  A  lookout  on  the  Von 
Steuben,  a  bright  young  apprentice  lad,  sighted  the  wake 
of  a  torpedo  running  toward  the  ship  at  a  distance  of 
only  about  500  yards. 

As  the  speed  of  a  torpedo  is  over  25  knots,  there 
was  no  margin  for  error.  The  lookout  was  on  the  alert 
and  made  his  prompt  report,  ''Torpedo  wake  bearing  270 
(port  bow)."  The  helm  was  at  once  thrown  over,  and 
the  torpedo  passed  less  than  50  yards  ahead  of  the  ship. 

Here  was  a  case  where  three  brains  acted  quickly 
and  in  coordination,  the  lookout,  Louis  Seltzer,  the  Cap- 
tain, Yates  Stirling,  Jr.,  and  the  Helmsman.  The  slight- 
est mistake  on  the  part  of  any  one  of  the  three  would 
have  resulted  in  the  loss  of  the  ship. 


80    HISTORY  OF  TRANSPORT  SERVICE 

SPEED 

Of  all  kinds  of  protection  within  the  ship  against  sub- 
marine attack,  high  speed  was  probably  the  most  effec- 
tive. A  submarine  under  water  has  only  a  moderate 
speed  and  must  use  good  judgment  and  also  be  attended 
by  good  luck  to  attack  successfully  a  vessel  traveling 
two  or  three  times  faster. 

High  speed  also  enables  a  quick  maneuver.  A  ship 
moving  rapidly  answers  her  helm  more  promptly  than 
when  going  slowly,  and  therefore  can  be  turned  with 
greater  ease  to  avoid  a  submarine  or  the  path  of  a  fired 
torpedo,  revealed  by  its  wake. 

Every  endeavor  was  made  to  assure  all  transports 
making  their  maximum  speed  while  passing  through  the 
danger  zone.  This  called  for  care  in  organizing  convoys, 
as  the  speed  of  the  convoy  is  the  speed  of  the  slowest 
ship. 

ZIGZAG    TACTICS 

Zigzag  tactics  were  introduced  by  the  English.  At 
sea  it  is  a  simple  problem  to  observe,  and  then  estimate 
the  course  and  speed  of  a  ship  if  both  remain  steady 
— otherwise  not. 

Various  methods  of  zigzagging,  that  is,  making  radi- 
cal changes  of  course  at  irregular  intervals,  were  used 
in  the  Cruiser  and  Transport  Force.  As  all  ships  had 
to  turn  together,  each  separate  method  was  numbered, 
and  the  Convoy  Commander  had  only  to  signal  the  num- 
ber, and  then  change  the  plan  from  time  to  time  further 
to  puzzle  the  submarine. 

Each  transport  carried  a  zigzag  clock  carefully  set 
to  Greenwich  time  and  placed  in  a  specially  screened 
box  in  front  of  the  helmsman.  This  was  to  assure  that 
all  ships  put  their  rudders  over  simultaneously,  on  the 
dot,  in  order  to  muiimize  the  danger  of  collision. 


SAFEGUARDING  THE  TROOPSHIPS      81 

If  it  had  been  the  practice  to  follow  only  one  zigzag 
plan,  a  submarine  might  follow  in  the  wake  of  a  ship, 
note  and  record  each  change  of  course,  and  then  act 
accordingly — also  spreading  the  news  to  other  subma- 
rines. 

This  was  the  case  of  one  freighter  which  was  picked 
off  from  a  slow  convoy  by  a  U-boat  Captain  who  trailed 
until  he  got  the  plan,  then  steamed  ahead  to  a  favorable 
attacking  position,  and  "let  go"  a  torpedo  which  sunk 
one  of  the  ships. 

TACTICS   TO   DESTROY 

Tactics  to  destroy,  to  harass,  to  make  the  subma- 
rine the  hunted  one  as  well  as  the  hunter,  were  useful, 
both  to  lessen  the  enemy^s  numerical  strength  and  also 
to  damage  his  morale.  All  vessels  in  the  Cruiser  and 
Transport  Force  carried  guns  and  depth  bombs,  and  were 
on  the  alert  to  use  ramming  tactics  whenever  opportunity 
offered. 

Mention  has  already  been  made  of  target  practice  at 
sea,  and  of  the  non-ricochet  type  of  shell  developed  to 
dive  and  follow  an  underwater  trajectory  and  explode 
against  the  submerged  U-boat. 

The  gun  was  chiefly  useful  to  compel  the  submarine 
to  keep  under  water  and  use  his  torpedoes  at  a  disad- 
vantage. It  was  difficult  to  hit  a  periscope  and  if  a  lucky 
hit  was  made  no  lasting  damage  resulted  as  spare  peri- 
scopes were  carried.  Still,  the  presence  of  the  gun  was 
important,  both  to  embarrass  attack,  and  also  to  destroy 
the  U-boat  when  for  any  reason  it  was  forced  to  come  to 
the  surface. 

Submarines  are  vulnerable,  and  as  a  general  rule, 
they  did  not  like  to  take  chances  on  being  hit  by  gun- 
fire. The  policy  of  arming  merchantmen,  together  with 
the  convoy  system,  upset  the  plans  of  the  larger  type  of 


82    HISTORY  OF  TRANSPORT  SERVICE 

U-boat  cruisers,  because  they  had  no  opportunity  to 
attack  on  the  surface,  except  in  the  face  of  an  effective 
gunfire,  while  their  large  size  made  them  unhandy  in 
making  submerged  attack. 

Torpedoes,  moreover,  were  expensive  and  could  not 
be  carried  in  large  numbers.  On  the  whole,  it  may  be 
concluded  that  the  gun  was  an  important  factor  in  de- 
feating the  submarine. 

DEPTH   BOMBS 

Depth  bombs,  variously  known  as  depth  charges  or 
water  bombs,  were  dropped  over  the  stern  of  a  ship,  or 
thrown  in  pairs,  simultaneously  to  a  distance  on  either 
side  of  the  vessel,  by  means  of  a  ^'Y"  gun. 

These  bombs  were  fitted  with  a  hydrostatic  valve, 
operated  by  the  weight  of  water,  so  that  the  charge — 300 
to  600  pounds  of  TNT — exploded  at  a  certain  depth.  If 
not  near  enough  to  blow  in  the  U-boat's  sides,  or  to  dis- 
arrange the  delicate  internal  machinery  and  fittings,  at 
least  it  damaged  the  morale  of  the  crew. 

SMOKE  SCEEEITS 

Smoke  screens  to  hide  the  convoy  were  sometimes 
made  by  escorting  destroyers,  or  by  smoke  boxes  thrown 
overboard,  or  by  smoke  funnels  mounted  on  the  stem 
filled  with  a  phosphorous  compound  which  emitted  a 
dense  black  smoke. 

CAMOUFLAGE 

Wide  use  was  made  of  camouflage  painting  of  hulls 
and  exterior  fittings  of  all  types  of  ships,  to  confuse  the 
enemy  in  estimating  the  course,  speed  and  size  of  his 
quarry. 


SAFEGUARDING  THE  TROOPSHIPS      83 

For  a  long  time,  it  was  generally  thought  that  camou- 
flage acted  like  the  invisible  cloak  of  the  knight  in  the 
fairy  tale,  which  of  course  it  didn't. 

There  were  various  styles  of  camouflage  just  as  there 
were  different  kinds  of  zigzag.  Some  camouflaging  was 
so  effective  that  the  course  of  the  ship  was  disguised  as 
much  as  90  degrees.  Once  an  officer  of  the  deck  reported 
that  a  ship  had  been  sighted  heading  directly  across 
his  bow,  when  as  a  matter  of  fact  she  was  going  in  the 
same  direction. 

Any  one  living  in  New  York  City  during  the  war 
had  opportunity  to  see  from  Riverside  Drive  the  vari- 
ous designs  of  camouflage.  Some  of  these  were  fantastic, 
but  the  majority  were  known  as  the  *' dazzle  system," 
which  sufficiently  indicates  the  style. 

EADIO 

All  transports  and  their  escorts  were  required  to  con- 
fine to  a  minimum  the  use  of  the  radio  telegraph.  A 
receiving  vessel  can  judge  the  approximate  distance  of 
the  transmitting  vessel  by  the  strength  of  the  sound. 
The  Germans  had  also  developed  their  radio  direction 
finders  to  a  high  degree  of  efficiency,  so  we  simply  cut 
out  using  the  radio,  except  ui  cases  of  extreme  urgency. 

An  alert  radio  ''listening-in"  watch,  for  receiving 
SOS  calls  and  information  from  destroyers  and  shore 
stations,  however,  was  always  maintained  to  enable 
Group  Commanders  to  lead  their  convoys  so  as  to  give 
torpedoed  vessels  and  submarines  sighted  a  wide  berth. 

Submarines  frequently  sent  out  SOS  calls  to  attract 
rescue  vessels  to  their  vicinity,  but  the  German  radio 
apparatus  produced  a  sound  of  distinctive  pitch  which 
the  trained  ears  of  our  operators  usually  detected, 


84    HISTORY  OF  TRANSPORT  SERVICE 

DAEKENING   SHIP 

One  of  the  most  important  measures  of  protection  was 
the  complete  darkening  of  the  ships  at  night.  All  ports 
and  openings  through  which  light  might  show  outside 
were  carefully  sealed. 

It  was  with  the  greatest  difficulty  that  ships  were 
taught  that  to  darken  ship  was  to  make  them  as  black 
as  starless  night.  On  the  first  expedition  the  strictest 
orders  were  enforced  from  the  beginning.  Each  ship  had 
to  report  to  the  flagship  every  morning  what  lights  she 
had  seen  on  other  ships  during  the  night. 

It  was  not  an  easy  task  to  make  thousands  of  men 
who  had  never  seen  a  ship  before,  realize  they  could 
neither  smoke  after  sundown  or  even  carry  matches.  It 
is  a  fact  that  the  light  of  a  cigarette  may  be  seen  for 
a  half  mile,  an  ample  radius  for  exact  submarine  torpedo 
practice,  hence  the  importance  of  absolute  darkness. 

There  were  many  kicks  at  first  against  the  seizing  of 
electric  torches  and  matches,  but  like  many  other  objec- 
tions, necessity  overruled  them.  ''You  shall  not  take  my 
matches,"  said  a  Tennessee  Mountaineer,  as  he  stepped 
on  the  gangplank  of  a  transport.  ''Just  watch  me," 
replied  the  Naval  Master-at-Arms,  and  immediately 
passed  the  trooper's  first  line  of  defense. 

Major  General  Lejeune  told  me,  on  my  after-the-war 
visit  to  Germany,  that  he  considered  the  greatest  hard- 
ship the  troops  had  to  endure  was  being  deprived  of 
smoking  on  their  night  marches,  and  also  of  the  tradi- 
tional camp-fires  in  bivouac.  The  airplane's  eyes  were 
as  keen  as  the  "sub's."  Ashore  as  well  as  afloat,  dark- 
ness, and  a  great  deal  of  it,  was  the  order  of  the  night. 

WATER-TIGHT  INTEGRITY 

Water-tight  integrity  was  another  point  which  re- 
ceived careful  attention.    At  all  times  at  sea,  water-tight 


SAFEGUARDING  THE  TROOPSHIPS      85 

doors  were  kept  closed  in  order  to  retain  buoyancy  in 
the  event  of  being  torpedoed.  Water-tight  bulk-heads 
were  carefully  inspected,  and  other  measures,  too  numer- 
ous to  mention,  were  adopted  to  guard  against  the  flow 
of  water  from  an  injured  compartment  into  another  part 
of  the  ship. 

I  have  often  thought  with  satisfaction  of  the  doctrine 
Captain  D.  E.  Dismukes  enforced  in  the  Mount  Vernon, 
''Men,  remember  that  one  torpedo  cannot  sink  your 
ship,  but  keep  your  water-tight  doors  shut."  The  epi- 
gram suggests  the  older  one,  ''Trust  in  God,  but  keep 
your  powder  dry. "  When  the  day  arrived  for  the  Mount 
Vernon,  although  badly  damaged,  she  got  into  port.  Her 
men  said,  "Of  course  we  are  all  right,  only  one  torpedo 
hit  us." 

BUKNEY   GEAE 

The  Bumey  gear  was  a  protection  for  capital  ships 
against  mines,  and  was  invented  by  a  British  Naval  Offi- 
cer. It  consisted  of  two  otters,  designed  to  tow  under 
water,  on  a  level  with  the  keel,  one  on  either  side,  at 
the  end  of  steel  cables,  at  a  distance  from  the  ship,  and 
well  forward. 

Unless  the  sharp  stem  of  the  ship  came  in  direct 
contact  with  the  mine  (something  not  likely  to  happen), 
the  mine  would  slip  along  the  cable  to  the  otter,  where 
the  otter's  teeth,  a  kind  of  shears,  would  automatically 
cut  the  mine  adrift,  allowing  it  to  float  to  the  surface 
at  a  safe  distance  from  the  ship's  side,  where  it  could 
be  destroyed  by  gunfire. 

Had  the  Cruiser  San  Diego — sunk  by  a  mine  off  Long 
Island — been  fitted  with  Burney  gear,  she  doubtless 
would  have  escaped,  as  the  Battleship  New  Hampshire 
did  later  on,  when,  while  cruising  along  our  coast,  a  mine 
was  plucked  by  one  of  her  otters  and  then  destroyed  with 
gunfire* 


I 


CHAPTER  VI 

DEVELOPMENT  OF  TRANSPORT  FORCE— RETURNING  THE 

ARMY 

THE   DEVELOPMENT   OF   THE   CKTJISEE   AKD   TRANSPOBT   FORCE 

It  was  soon  evident  that  now  the  way  was  open  we 
would  send  hundreds  of  thousands  of  men  to  fight  in 
France.  The  Transport  Force  grew  apace.  All  avail- 
able American  ships  were  requisitioned,  and,  in  addition, 
the  "War  Department  arranged  with  foreign  governments 
for  as  many  ships  as  could  be  spared  to  lend  us  a  hand 
in  getting  the  soldiers  across ;  England,  of  course,  fur- 
nished by  far  the  greatest  number,  Italy  a  few,  France  a 
few,  and  Brazil  one.  We  secured  three  Dutch  ships  also. 
To  protect  these  vessels  in  their  ocean  voyage,  all  of 
the  United  States  cruisers  were  employed,  reenf  orced  by 
a  division  of  French  cruisers,  commanded  by  Eear  Ad- 
miral Grout.  Of  the  latter  the  Dupetit-Thouars,  com- 
manded by  Capitaine  de  Fregate  Papue,  was  torpedoed 
and  sunk  while  engaged  in  escorting  one  of  our  merchant 
convoys. 

In  the  early  operations  of  the  transports,  difficulties 
were  encountered  which  were  inevitable  in  the  rapid  de- 
velopment of  the  Force.  The  greatest  of  these  was  due 
to  inadequate  docking  space  and  insufficient  lighters,  tugs, 
barges,  coaling  facilities,  railroad  transportation  and 
other  equipment  in  the  French  ports  of  debarkation.  Re- 
markable results,  however,  were  obtained  with  the  ma- 


DEVELOPMENT  OF  FORCE  87 

terial  at  hand,  and  as  the  organization  was  perfected  and 
experience  obtained,  conditions  improved. 

During  the  first  six  months  of  1918  the  Transport 
Force  increased  rapidly  in  numbers.  The  speed  of  op- 
eration also  continued  to  improve  as  the  machinery  de- 
fects were  overcome,  the  coaling  difficulties  solved,  and 
the  organization  standardized  and  consolidated.  The 
delays  in  the  ports  of  debarkation,  St.  Nazaire  b^  ■  Brest, 
were  materially  reduced  as  the  Army  obtaj.  J  addi- 
tional labor  and  equipment  for  receiving  the  transports' 
troops  and  cargoes. 

In  January  four  convoys,  averaging  three  transports 
to  a  convoy,  were  dispatched  with  25,662  troops.  In  Feb- 
ruary three  convoys  averaging  five  ships  each  were  dis- 
patched, carrying  39,977  troops. 

The  plans  made  for  the  increase  of  troop  movement 
in  1918  developed  the  necessity  for  another  outlet  than 
New  York,  in  order  to  reduce  port  congestion,  to  improve 
railroad  transportation  ashore  and  to  increase  facilities 
for  coaling  and  repairing.  Newport  News,  Va.,  was 
agreed  upon  by  the  War  and  Navy  Departments  as  an 
additional  port  of  embarkation,  and  sufficient  ships  were 
assigned  to  that  port  to  provide  for  the  carrying  of  40,000 
troops  per  month  from  Newport  News  to  France. 

On  April  1,  1918,  Rear  Admiral  Hilary  P.  Jones, 
Commanding  Division  Four,  of  the  Cruiser  Force,  was 
assigned  additional  duty  as  Commander  of  the  Newport 
News  Division  of  the  Transport  Force.  He  established 
headquarters  at  Newport  News  and  as  my  representa- 
tive in  that  port  proceeded  at  once  to  organize  and  op- 
erate the  Newport  News  Division, 

The  procedure  for  the  convoys  was  as  follows :  The 
troopships  were  sent  over  in  groups,  and  these  groups, 
as  a  rule,  were  composed  of  not  less  than  four,  or  more 
than  twelve  ships.     Altogether  88  groups  sailed  from 


88      HISTORY  OF  TRANSPORT  SERVICE 

the  United  States  from  June  14,  1917,  to  December  2, 
1918.  Each  group  usually  started  in  two  sections,  sailing 
simultaneously,  one  from  Hampton  Roads,  and  one  from 
New  York,  and  joining  up  at  a  prearranged  rendezvous 
off  the  coast.  They  were  accompanied  to  the  hundred 
fathom  curve  by  a  cruiser,  destroyers,  chasers,  subma- 
rines and  aircraft.  Then  the  light  craft  returned  to  port 
and  the  cruiser  continued  on  to  a  certain  meridian  where 
the  convQ/  was  met  by  the  European  destroyers  and 
taken  through  the  danger  zone.  The  voyage  from  the 
United  States  to  France  averaged  twelve  days,  except 
for  the  fastest  ships.  The  Leviathan,  Northern  Pacific, 
and  Great  Northern,  usually  sailed  together  and  without 
escort  to  the  overseas  rendezvous,  their  high  speed  being 
their  best  protection. 

As  the  need  for  rapid  transatlantic  troop  transpor- 
tation became  more  pressing,  every  effort  was  made  to 
increase  the  troop  carrying  capacity  of  the  individual 
vessels  to  the  maximum  that  was  considered  safe.  Care- 
ful calculation  of  all  available  space  was  made  and  addi- 
tional bunks  installed.  The  increase  was  made  during 
the  time  of  lay-over  in  American  ports  and  in  no  cases 
was  the  sailing  of  a  transport  delayed  by  this  work. 

The  great  German  drive  in  March,  1918,  produced 
an  urgent  and  imperative  call  for  more  troops.  Not- 
withstanding the  fact  that  the  American  ships  were 
carrying  many  more  troops  per  ton  than  the  foreign 
ships,  an  increase  of  40  per  cent  to  50  per  cent  was 
obtained  in  some  of  the  larger  ships  by  the  "turn  in 
and  out"  method;  that  is  to  say,  the  extra  men  carried 
took  turns  with  others  in  sleeping  in  the  bunks.  In  other 
words,  the  bunks  were  always  occupied.  This  was  car- 
ried out  only  in  the  fastest  ships,  where  the  discomfort 
lasted  for  the  shortest  time,  and  the  high  speed  of  the 
ship  rendered  them  fairly  immune  from  torpedo  attack. 


DEVELOPMENT  OF  FORCE  89 

The  troop  capacity  of  the  Leviathan  was  thus  increased 
100  per  cent  from  7,000  to  14,000. 

Coaling  and  repairs  were  always  pushed  at  top  speed, 
working  24  hours  of  the  day.  At  one  time  in  New  York 
harbor  the  coaling  became  a  serious  proposition,  owing 
to  the  unsatisfactory  condition  of  labor  and  the  severe 
weather,  and  it  looked  as  if  the  ships  would  be  held  up ; 
this  was  just  at  the  time  when  the  troops  were  most 
needed.  But  a  crisis  was  avoided  by  commandeering  the 
coaling  equipment,  and  carrying  on  with  our  own  people. 

Until  May,  1918,  almost  all  of  our  troops  were  em- 
barked in  our  own  Naval  transports ;  but  after  that  date 
the  call  for  more  men  became  so  urgent  that  the  great 
British  liners  were  called  in  to  assist.  All  hands  had  to 
pull  together  to  defeat  the  German  armies  which  were 
overrunning  France.  It  was  a  case  of  the  Allies '  domina- 
tion or  downfall.  As  many  of  the  British  ships  had  been 
taking  over  Canadian  troops,  they  were  ready  to  receive 
and  transport  our  soldiers.  From  first  to  last  196  Brit- 
ish vessels  were  employed  in  this  work. 

On  July  1st,  a  year  after  the  operation  began,  the 
total  number  of  troops  in  France  and  embarked  for 
France,  was  1,029,003 ;  of  these  456,854  had  been  sent  over 
in  British  ships;  524,457  in  American  ships,  18,476  in 
French  and  Italian  ships,  and  29,218  in  Italian  ships 
leased  by  the  British  government.  On  June  5,  1918,  I 
had  the  gratification  of  addressing  the  below  quoted  com- 
mendatory letter  to  the  personnel  of  the  Cruiser  and 
Transport  Force  upon  the  completion  of  the  first  year 
of  service : 

"At  the  end  of  our  first  year  of  service  as  the 
Cruiser  and  Transport  Force,  I  desire  to  congratu- 
late the  Flag  Officers,  Captains,  officers  and  enlisted 
men  on  the  excellent  work  they  have  accomplished, 
and  to  express  my  personal  as  well  as  official  appre- 


90     HISTORY  OF.  TRANSPORT  SERVICE 

elation  of  their  splendid  loyalty  and  cooperation  in 
all  the  exacting,  arduous  and  hazardous  duties  that 
have  been  assigned  to  us. 

*'The  preparation  in  three  months  of  the  fleet 
of  ex-German  ships,  which  for  three  years  were  idle, 
and  worse,  at  their  piers,  was  in  itself  a  great 
achievement. 

''The  organization,  supply  and  sanitation  of 
types  of  ships,  entirely  new  to  the  Navy,  for  a  service 
overseas  of  the  most  vital  importance,  not  only  to 
this  Country  but  to  our  Allies,  presented  serious  and 
complex  problems,  which  have  all  been  happily 
solved  by'  your  intelligence,  zeal  and  ability. 

''The  safe  conduct  of  transports  ladened  with 
troops  through  seas  infested  with  submarines  has 
won  universal  commendation.  The  loss  of  only  two 
transports  in  the  transportation  of  hundreds  of 
thousands  of  troops  testifies  to  the  skill,  courage, 
and  seamanship  of  the  Commanders ;  and  in  the  two 
cases  of  loss  the  highest  and  best  traditions  of  the 
service  were  maintained,  speaking  volumes  for  their 
organization  and  discipline. 

"I  wish  to  take  this  opportunity  of  impressing 
upon  all  Captains  under  my  command,  that  in  every 
position  of  stress  and  trial  which  may  come  to  them, 
I  am  confident  of  their  ability  and  judgment  to  meet 
the  situation  most  creditably ;  and  whatever  happens 
they  may  always  feel  sure  of  my  sympathy  and 
support." 

From  July,  1918,  until  the  signing  of  the  Armistice, 
the  troops  crossed  at  the  rate  of  nearly  10,000  per  day. 
In  July,  1918,  311,359  were  transported  in  shijoping  of 
all  kinds.  Of  this  number  56V2  per  cent,  or  175,526,  were 
carried  in  British  ships.  This  was  the  greatest  number 
transported  in  any  one  month  under  the  British  flag.  We 
carried  only  36  per  cent  the  same  month,  and  this  fact 
probably  gave  rise  to  the  then  prevalent  but  erroneous 


DEVELOPMENT  OF  FORCE  91 

belief  that  American  ships  were  carrying  only  about  one- 
third  of  the  troops. 

The  actual  operation  of  our  transports  continued  to 
increase  in  efificiency  up  to  the  signing  of  the  Armistice. 
Additional  destroyers  having  been  sent  abroad  for  escort 
duty,  it  became  possible  to  sail  medium  speed  (13  to 
14  knots)  troop  transport  convoys  from  New  York  at 


RUSSIAN  SHIP5/fl«m«  contkoiJ 
2O,00OMEN  -ifo 


FRENCH  SHIPS 
4-7.000  MEN  -  Z*/^ 


AMERICAN  SHIPS 


BRITISH 
SHIPS 

\ooomH 


AMBEICAN   TROOPS    CARRIED   BT    SHIPS    OF   EACH    NATION 

7  day  intervals  and  fast  troop  transport  convoys  {l^y^ 
knots  and  above)  at  5  day  intervals. 

On  November  11,  1918,  the  Armistice  was  signed  and 
the  war  activities  of  the  Force  were  ended.  Up  to  the 
signing  of  the  Armistice  a  total  of  2,079,880  of  the  A.  E. 
F.  had  been  transported  in  1142  troopship  sailings.  This 
number  was  carried  as  follows : 


92      HISTORY  OF.  TRANSPORT  SERVICE 

Percentage 
of  total 
Total  carried 

By  U.  S.  Navy  Transports 911,047  43.75 

By  British  Ships 1,006,987  48.25 

By  British  leased  ItaUan  Ships 68,246  3 .  GO 

By  other  U.  S.  Ships 41,534  2.50 

By  other  foreign  ships,  French,  Itahan,  etc 52,066  2.50 

Note :    Total  carried  in  United  States  ships  was  952,- 
581 ;  percentage  of  grand  total,  46.25. 


EETUBNING   THE   AKMY 

With  the  signing  of  the  Armistice  the  Eastward  flow 
of  troops  ceased  and  the  return  movement  began,  at  first 
slowly.  Transports  continued  sailing  on  a  slow  schedule 
without  escort  and  not  in  convoy.  Advantage  was  taken 
of  this  comparatively  inactive  period  to  give  certain  ves- 
sels, including  the  Leviathan,  a  much  needed  overhaul. 

Soon  the  public  began  to  demand  the  speedy  return 
of  the  overseas  Army  so  that  the  civilian  army  could 
be  demobilized.  As  was  to  be  expected,  the  British  and 
other  foreign  ships  which  had  carried  a  little  more  than 
half  of  our  soldiers  to  France  were  rapidly  withdrawn 
from  this  service  and  most  of  the  work  of  repatriating 
this  Army  of  two  million  fell  to  the  lot  of  the  Cruiser 
and  Transport  Force. 

When  submarine  activities  ceased,  relieving  the  neces- 
sity of  numerous  anti-submarine  precautionary  measures 
incompatible  Avith  crowding  beyond  certain  limits,  it  was 
possible  to  increase  the  troop  carrying  capacity  of  ves- 
sels in  use  at  that  time.  The  following  are  examples 
of  this  work,  which  was  at  once  proceeded  with  in  all 
vessels : 


HEAR    ADMIRAI,     ItllAHY     I'.    .lONF.S,     H.    S.     X. 

COAIAIA.NDKR    (II      NKWI'ORI'     XKWS    IIIVISION    ol     CIII'ISKR    AM)    TRANSPORT    lORC'E 


HEAR  ADMIRAT.   MARBURY  JOHNSTON,  U.   S.   N. 
COMMANDER  OF  SQirADRON   TWO   OF    CRUISER    FORCE 


I  .  s.  (iiiisKK  't  II  \iii  iMiiN       \iiiii\i\(;    \r  ii(iiioki:n 

\NITII    HfrtTHN    TIU)OPS 


RETURNING  THE  ARMY  98 

Leviathan  Increased  from  10,000  to  12,000 

Agamemnon  "            "     3,000  to  5,500 

America  "            "     4,900  to  7,000 

Geo.  Washington  "            "     5,500  to  6,700 

Orizaba  "            "     3,100  to  3,900 

Siboney  "           "     3,100  to  3,900 

This  work  was  carried  on  as  opportunity  offered  and 
without  delays  to  the  movements  of  the  vessels  con- 
cerned. The  work  was  laid  out  by  a  joint  Army- Navy 
Board  and  involved  the  installation  of  standees,  increase 
of  ventilation,  washroom  and  galley  facilities,  and  life 
saving  equipment.  The  increased  capacity  resulted  in  a 
very  material  saving.  The  troops  were  necessarily 
crowded  and  deck  spaces  for  airing  and  exercising  troops 
limited,  but  in  no  case  was  this  overdone  and  no  justi- 
fied or  serious  complaint  was  received. 

The  force  continued  to  expand  and  56  cargo  vessels 
were  converted  by  the  Army  into  troop  transports  and 
added  to  the  Force.  The  majority  of  the  officers  on  these 
converted  vessels  were  enrolled  in  the  Naval  Reserve 
and  continued  in  their  same  position  when  the  ships  were 
commissioned.  On  a  few  of  the  larger  vessels  it  was  con- 
sidered advisable  in  the  interests  of  efficient  organization 
and  administration  to  place  regular  officers  in  command 
until  the  Reserve  Officers  had  been  indoctrinated  with 
the  methods  of  the  Navy  and  of  the  Transport  Force. 
These  reserve  officers  quickly  absorbed  the  spirit  of  the 
Navy  and  the  mission  they  had  to  accomplish,  and  are 
deserving  of  the  highest  praise  for  their  excellent  work 
and  devotion  to  duty. 

In  December  the  battleships  of  Force  Two  and  the 
armored  cruisers  were  assigned  for  the  transportation 
of  troops.  The  battleships  carried  an  average  of  1,100 
troops,  and  the  armored  cruisers  about  1,750.  The  for- 
mer operated  on  a  forty-day  round  trip  schedule  and 
the  armored  cruisers  on  a  thirty-day  schedule.    When 


94      HISTORY  OF  TRANSPORT  SERVICE 

the  fleet  was  reorganized  in  the  Summer  of  1919  orders 
were  received  to  withdraw  battleships  and  cruisers  from 
troop  transportation  service. 

On  April  19,  1919,  the  Kaiserin  Auguste  Victoria, 
the  first  of  the  nine  German  vessels  allocated  by  the 
Peace  Conference  to  help  return  the  U.  S.  Army,  arrived 
in  New  York  for  conversion  into  a  troop  transport. 
These  vessels  were  converted  by  the  Navy  on  an  average 
of  less  than  14  days  per  ship  and  at  a  cost  per  troop  of 
about  $40.00  for  material,  labor  and  overhead  charges. 
Under  the  Army  the  average  time  in  port  of  the  cargo 
vessels  was  75  days  and  the  cost  per  troop  for  conver- 
sion was  about  $78.00.  This  comparison  is  made  not 
as  a  criticism  but  to  emphasize  the  obvious  lesson  the  war 
has  taught  that  naval  handling  and  operation  of  troop- 
ships makes  for  economy  and  efficiency.  The  results  ob- 
tained by  the  Navy  were  due  to  intelligent  planning  and 
supervision,  born  of  knowledge  of  ships  and  experience 
gained  from  previous  work  of  this  nature.  The  trans- 
portation of  troops  had  developed  into  a  science  and 
methods  had  been  revolutionized.  The  German  vessels 
were  converted  to  carry  a  total  of  3,997  officers  and  39,132 
men.  The  giant  Imperator  was  fitted  out  to  carry  9,000 
troops  and  1,400  first  class  passengers  in  a  period  of  10 
days. 

Beginning  January  1st,  the  troop  movements  gradu- 
ally increased  and  the  number  of  troops  carried  by  this 
Force  increased  from  month  to  month  until  the  maximum 
was  reached  in  June,  when  the  total  of  314,167  were  actu- 
ally landed  in  the  United  States.  This  exceeded  the  maxi- 
mum carried  overseas  by  all  U.  S.  and  Allied  vessels 
in  any  one  month  during  the  war.  Wlien  the  troop 
movement  reached  its  highest  efficiency,  the  average 
cycle  of  troop  transports  was  25  days,  and  of  the  con- 
verted cargo  vessels  about  35  days.    For  certain  10-day; 


!i 


RETURNING  THE  ARMY 


95 


RETURNING  THE  ARMY 


97 


1^  §  &  ^  ^  5:  =^  *"  2 


^     5 


RETURNING  THE  ARMY  99 

periods,  the  average  cycle  of  the  former  reached  the  low 
level  of  21  days,  and  the  latter  29  days.  It  was  antici- 
pated that  the  troop  transports  required  approximately 
a  30-day  cycle,  and  the  cargo  vessels  a  40-day  cycle,  but 
the  increased  efficiency  of  loading  troops  in  France,  and 
of  repair,  provisioning  and  coaling,  enabled  us  to  exceed 
the  estimated  speed  of  repatriation  of  troops. 

The  maximum  number  of  vessels  assigned  to  and  op- 
erated by  the  Force  for  the  transportation  of  troops 
was  142,  with  facilities  for  carrying  13,914  officers  and 
349,770  men. 

The  following  table  gives  the  total  monthly  arrivals  in 
United  States  ports  and  number  of  passengers  carried 
from.  January  to  June,  1919 : 

Vessels  Eastbound  Westbound 

Jan 47  97,039 

Feb. 41  96,368 

Mar 67     -  165,312 

Apr 87  243,397 

May 108  278,600 

June 115  314,167 

Of  the  above  westbound  passengers  New  York 
handled  778,318 ;  Newport  News  330,398,  and  other  ports 
141,389. 

Until  April,  1919,  practically  all  activities  in  home 
ports  were  confined  to  New  York  and  Newport  News.  At 
this  time  the  Department  directed  that  the  District  Su- 
pervisors, Naval  Overseas  Transportation  Service  of 
the  1st,  4th,  and  6th  Naval  Districts,  be  my  representa- 
tives in  Boston,  Philadelphia,  and  Charleston  respec- 
tively. These  officers  performed  their  functions  most 
efficiently  and  vessels  landing  at  these  ports  were  pre- 
pared for  sailing  with  a  minimum  delay.  The  following 
table  shows  the  troop  movement  activities  in  the  three 
ports  mentioned  for  April,  May  and  June,  1919; 


100    HISTORY  OF,  TRANSPORT  SERVICE 

Vessels  Troops 

Boston 23  66,091 

Philadelphia 20  41,141 

Charleston 14  34,157 


MATEBIAL, 

The  material  conditions  of  ships  in  the  Cruiser  and 
Transport  Force  were  as  a  whole  on  a  very  high  plane, 
when  the  very  severe  operating  conditions  are  consid- 
ered. The  cruisers  stood  up  very  well  indeed  for  two 
years  of  most  exacting  duty,  and  hard  steaming.  With 
the  exception  of  the  U.  S.  S.  South  Dakota,  which  broke 
a  propeller  shaft,  all  cruisers  maintained  their  schedules 
throughout  the  war  and  while  in  use  as  troop  transports. 
These  vessels  averaged  about  one  month  Navy  Yard 
overhaul  for  the  two  years.  The  troop  transports  were 
more  easily  maintained,  due  to  more  rugged  and  simpler 
machinery  installations. 

During  the  year  ending  July  1,  1919,  the  following 
transports  had  extended  overhaul  or  repair  periods : 


Aeolus Boiler,  engines,  auxiUaries. 

Agamemnon "  "  " 

Great  Northern Turbines. 

Harrisburg Condenser  tube  sheets — boilers. 

Kroonlapd Main  engines — auxiliaries. 

Leviathan Turbines. 

Mallory Engine  foundations. 

Henderson "  " 

Sierra "  "        — crank  shafting. 

Powhatan Boilers,  engines,  auxiliaries. 

Pocahontas "  "  " 

Von  Steuben Boilers. 

Mount  Vernon Repairing  torpedo  damage. 

America Sinking  at  dock. 

K.  dcr  Nederlanden Boilers. 


RETURNING  THE  ARMY  101 

The  Tenadores  was  lost  by  grounding  in  the  fog  off 
St.  Nazaire,  on  December  30,  1918 ;  the  Northern  Pacific 
went  aground  near  Fire  Island  Light  on  January  1,  1919, 
but  was  later  floated,  towed  into  port  and  repaired ;  and 
on  January  11,  1919,  the  Graf  Waldersee  was  in  col- 
lision and  beached,  but  was  also  floated  and  the  com- 
paratively slight  damage  done  was  repaired:  no  lives 
were  lost  in  these  casualties. 

Other  transports  maintained  their  schedules  with 
very  little,  if  any,  delay.  Generally  speaking,  all  vessels 
decreased  the  amount  of  assistance  required  from  out- 
side sources  and  the  volume  of  repairs  per  unit  was 
materially  decreased  during  the  year.  This  was  due  to 
improved  organization  and  training  of  personnel  and  to 
a  generally  improved  material  condition,  as  a  result  of 
superior  methods  of  maintenance  employed  in  Naval 
practice. 

On  September  1st,  I  was  relieved  as  Commander  of 
the  Transport  Force  and  having  been  promoted  to  the 
rank  of  Admiral  hoisted  my  flag  in  the  South  Dakota  as 
Commander-in-Chief  of  the  U.  S.  Asiatic  Fleet  and  sta- 
tion. Nearly  all  the  troops  having  been  returned,  the 
transport  fleet  was  rapidly  demobilized  under  the  direc- 
tion of  my  successor,  Eear  Admiral  C.  B.  Morgan. 

During  September  and  October,  42  transports  were 
turned  over  to  the  Shipping  Board  for  further  transfer 
to  owners,  while  15  were  turned  over  direct  to  the  Army 
Transport  Service.  On  October  31,  1919,  only  3  vessels, 
the  George  Washington,  Martha  Washington,  and  Po- 
cahontas, were  retained  under  Naval  operation;  these 
were  transferred  to  the  supervision  of  the  Commandant 
of  the  3rd  Naval  District  and  the  Transport  Force  was 
finally  demobilized  and  disbanded.  While  this  is  true  of 
the  ships,  there  is  still  a  link  which  binds  the  personnel. 


102     HISTORY  OF  TRANSPORT  SERVICE 

Shortly  after  the  Armistice,  Commander  Eobert  Hen- 
derson suggested  that  the  spirit  of  comradeship  and 
service  developed  during  the  war  be  perpetuated  by  a 
"War  Society  of  the  Cruiser  and  Transport  Force." 
This  suggestion  was  received  with  enthusiasm.  The  So- 
ciety was  formed  and  a  constitution  with  by-laws  was 
drawn  and  approved.  In  due  time  Lieutenant  Pe  C. 
Fales  was  directed  to  incorporate  the  Society  under  the 
laws  of  the  State  of  New  York;  Ensign  E.  B.  Lanier  was 
elected  Treasurer,  and  Lieutenant  Clifford  N.  Carver, 
Secretary.  These  officers,  all  of  whom  performed  ex- 
cellent war  service  in  the  force  under  my  command,  have 
ably  managed  the  affairs  of  the  Society.  It  has  expanded 
rapidly  and  is  fast  establishing  itself  as  one  of  our 
national  institutions. 

The  following  tables  will  be  found  in  the  Appendix: 

Table  A      Organization  of  Cruiser  and  Transport  Force  July  1,  1918. 

Table  B  Report  by  months  of  Transport  and  Escort  Duty  performed 
by  United  States  and  Foreign  Navies  up  to  signing  of  Armistice. 

Table  C  Report  by  months  of  transport  duty  performed  by  U.  S.  Na\'y 
and  all  other  ships,  United  States  and  foreign,  in  returning 
troops  and  other  passengers  to  United  States  prior  to  signing 
of  Armistice. 

Table  D  Report  by  months  of  transport  duty  performed  by  U.  S.  Navy 
and  all  other  ships,  United  States  and  foreign,  in  returning 
troops  and  other  passengers  to  United  States  since  signing  of 
Armistice. 

Table  E  Complete  list  of  all  U.  S.  Naval  Transports  and  U.  S.  Battle- 
ships and  Cruisers  engaged  in  transporting  troops  to  and  from 
France  between  the  dates  of  June  14,  1917,  and  October  1, 
1919,  which  were  operated  under  the  Command  of  the  Com- 
mander of  the  Cruiser  and  Transport  Force. 

Table  F  Sick  and  wounded  returned  by  the  Cruiser  and  Transport 
Force. 

Table  G      Record  of  ten  leading  troop  carrying  shipa. 


CHAPTER  VII 

SINKING  OF  ANTILLES— FINLAND  TORPEDOED 

LOSS  OF  THE  Antilles 

The  Antilles  arrived  in.  Brest,  France,  from  New  York, 
on  October  7,  1917,  with  approximately  1,100  troops  and 
officers.  On  October  15th  she  sailed  for  the  United  States 
in  convoy  with  the  U.  S.  Naval  Transport  Henderson, 
and  the  Army  Cargo  Transport  Willehad,  escorted  by  the 
U.  S.  S.  Alcedo,  U.  S.  S.  Corsair ,  and  U.  S.  S.  Kanawha. 

The  Antilles  was  an  Army  transport  manned  by  mer- 
chant officers  and  crew,  and  carrying  an  additional  detail 
from  the  Navy  of  two  officers,  two  gun  crews,  quarter- 
masters, signalmen  and  wireless  operators.  The  senior 
Naval  officer  was  Lieutenant  Commander  D.  T.  Ghent, 
U.  S.  Navy. 

On  the  second  night  out  of  Brest  the  weather  was 
intermittently  squally  and  foggy,  with  a  fresh  easterly 
breeze  and  rough  sea.  During  the  evening  the  increasing 
sea  forced  the  Kanawha  to  change  course  and  leave  the 
convoy.  Early  in  the  morning  of  the  17th  the  fog  had 
cleared,  permitting  a  view  all  around  the  horizon. 

At  6 :48  A.  M.,  while  in  Latitude  48°  10'  North,  Longi- 
tude 11°  20'  West,  the  quartermaster  of  the  watch  sighted 
a  torpedo  headed  for  the  ship  from  two  points  abaft 
the  port  beam  and  about  400  yards  distant.  The  torpedo 
was  sighted  almost  simultaneously  by  the  officer  of  the 
watch  and  the  signalman.    The  rudder  was  immediately 

103 


104    HISTORY  OF  TRANSPORT  SERVICE 

put  over  to  turn  the  ship  to  starboard  in  order  to  parallel 
the  course  of  the  torpedo  and  reduce  the  target  area 
presented  by  the  full  length  of  the  ship. 

There  was  not  sufficient  time,  however,  and  within 
half  a  minute  after  it  was  sighted  the  torpedo  struck 
the  port  side  of  the  ship  and  exploded  in  the  after  part 
of  the  engine  room.  The  effect  of  the  explosion  was 
terrific ;  the  ship  shivered  from  stem  to  stern,  and  almost 
immediately  took  a  heavy  list  to  port. 

One  of  the  lookouts  in  the  main  top,  although  behind 
a  canvas  screen  reaching  to  his  shoulders,  was  whipped 
out  of  the  top,  thrown  to  the  deck  and  instantly  killed. 
The  guns  were  manned  at  once  by  their  crews,  who 
searched  the  surface  of  the  water  for  a  glimpse  of  the 
submarine,  but  not  even  a  periscope  was  sighted,  nor 
was  anything  ever  seen  of  the  submarine. 

The  explosion  of  the  torpedo  completely  disabled  the 
engines  and  wrecked  the  engine  room,  which  was  flooded 
almost  instantly,  and  within  a  few  moments  the  fire  room 
and  a  cargo  hold  just  abaft  the  engine  room  were  also 
flooded. 

The  ice  machine  in  the  engine  room  was  wrecked  and 
the  escaping  fumes  of  ammonia  overcame  the  engineers 
who  had  not  been  killed  outright  by  the  explosion  or 
thrown  into  the  moving  machinery.  Of  the  engine  room 
crew,  only  one  man  escaped;  he  was  an  oiler  who  hap- 
pened to  be  on  an  upper  grating  at  the  time  and  suc- 
ceeded in  climbing  up  the  hatch.  All  of  the  fire  room 
crew  were  killed  except  two  men  who  climbed  to  the 
deck  through  a  fire  room  ventilator. 

Lieutenant  Commander  Ghent,  seeing  that  there  was 
no  chance  for  the  ship  to  remain  afloat,  gave  the  order  to 
abandon  ship  shortly  after  the  torpedo  struck. 

Navy  radio  electrician  C.  L.  Ausburne  went  to  his 
station  in  the  wireless  room,  relieving  the  operator  on 


SINKING  OF  ANTILLES  105 

watcli,  and  conunenced  sending  out  the  call  for  help  and 
the  ship's  latitude  and  longitude.  Ausbume  remained 
at  his  station,  going  down  with  the  ship,  and  in  report- 
ing his  act  to  the  Navy  Department,  I  wrote  as  follows : 

**At  the  time  the  Antilles  was  torpedoed,  Aus- 
bume went  to  his  emergency  station  at  the  radio  key 
in  the  Wireless  Room.  It  was  his  duty  to  send  the 
*SOS'  distress  signal  and  he  evidently  sacrificed  his 
life  in  persistent  endeavor  to  accomplish  this  duty. 
For  this  service,  in  which  he  distinguished  himself 
conspicuously  by  gallantry  and  intrepidity  at  the 
risk  of  his  life  above  and  beyond  the  call  of  duty, 
I  recommend  that  a  posthumous  Medal  of  Honor  be 
awarded  and  sent  to  his  next  of  kin. " 

The  boat  falls  were  manned  without  confusion,  and 
the  boats  lowered  with  considerable  difficulty.  The  ship 
listed  to  port  and  began  to  settle  by  the  stem,  making  it 
impossible  to  lower  two  of  the  boats  into  the  water.  One 
of  them  had  been  destroyed  by  the  explosion  and.  the  boat 
davit  of  another  had  been  damaged  so  that  the  boat  could 
not  be  swung  out  over  the  water.  The  heavy  seas 
swamped  two  boats  alongside  and  only  four  of  them 
got  clear  of  the  ship.  Life  rafts  were  launched  and  the 
men  who  could  not  go  in  the  boats  jumped  into  the  sea 
with  their  life  belts  on  and  swam  to  the  rafts.  The  tem- 
perature of  the  water  was  53°  F. 

The  ship  was  seen  to  be  sinking  rapidly,  and  the  for- 
ward gun  crews,  who  were  still  standing  by  their  guns 
under  command  of  Lt.  (j.g.)  R.  D.  Tisdale,  U.  S.  Navy, 
were  ordered  to  leave  their  guns  and  get  clear  of  the 
ship.    The  after  guns  at  this  time  were  submerged. 

Ghent,  engaged  in  seeing  all  hands  clear  of  the  ship, 
was  walking  aft  to  order  some  men  in  the  water  along- 
side to  swim  away  to  escape  the  suction  when  he  him- 


106    HISTORY  OF  TRANSPORT  SERVICE 

self  was  picked  up  by  a  heavy  sea  breaking  over  the  deck 
and  washed  overboard  into  a  tangle  of  floating  wreckage. 

At  this  moment  the  bow  of  the  ship  rose  vertically  in 
the  air  and  she  began  to  slip  rapidly,  stern  first,  into  the 
sea.  The  smokestack  was  just  above  Ghent's  head  and 
about  to  carry  him  under  when  the  explosion  of  the  boil- 
ers produced  au  upheaval  of  water  which  washed  the 
life  raft  to  which  he  was  clinging  a  few  feet  clear  of  the 
stack. 

The  ship  disappeared  into  the  sea  only  six  and  one- 
half  minutes  after  she  had  been  torpedoed.  Sixteen  en- 
listed men  of  the  Army,  returning  to  the  United  States, 
four  of  the  Navy,  forty-five  of  the  merchant  crew, 
one  civilian  ambulance  driver  and  one  colored  stevedore, 
were  lost,  making  a  total  of  sixty-seven  out  of  234  per- 
sons on  board. 

Most  of  these  casualties  were  probably  victims  of  the 
explosion. 

When  the  Antilles  was  torpedoed  the  Henderson  and 
Willehad  turned  to  starboard  and  port  respectively,  and 
proceeded  at  full  speed.  The  yachts  Alcedo  and  Corsair 
returned  to  the  Antilles  and  circled  about  her  on  look- 
out for  the  submarine,  one  vessel  patrolling  while  the 
other  rescued  the  survivors. 

The  ship  was  abandoned  in  excellent  order  and  with- 
out undue  excitement.  The  saving  of  71  per  cent  of 
those  on  board  in  the  rough  sea  that  was  running,  while 
the  ship  went  down  in  the  unusually  short  time  of  six 
and  one-half  minutes,  was  a  creditable  performance. 

The  gun  crews,  in  particular,  displayed  coolness  and 
daring,  remaining  quietly  at  their  guns  and  searching 
for  the  submarine  while  the  ship  was  sinking,  hoping  that 
they  might  get  in  one  shot  at  least. 

Later,  one  of  the  gun  crew,  unable  to  find  a  raft, 
swam  to  a  large  ammunition  chest  which  was  floating 


SINKING  OF  ANTILLES  107 

about  upright  and  perching  himself  upon  it,  calmly 
waited  to  be  picked  up.  Wlien  the  Corsair  bore  down 
directly  for  him  he  signaled  to  her  in  semaphore — ''Keep 
clear,  this  box  contains  live  ammunition!'^ 

The  following  is  excerpted  from  a  letter  written  to 
me  by  Captain  L.  W.  Steele,  Jr.,  U.  S.  N.,  then  command- 
ing the  U.  S.  S.  Henderson,  next  ship  to  the  ill-fated 
Antilles. 

U.  S.  S.  Henderson. 
October  18,  1917. 
My  deab  Admieal, 

Yesterday  we  witnessed  the  sinking  of  the  poor  old 
Antilles,  our  companion  of  all  three  voyages.  She  was 
struck  at  6:47  A.  M.  Greenwich  Mean  Time,  and  as  we 
were  in  longitude  11°  22'  W.,  this  time  was  just  about  sun- 
rise. 

We  were  in  column,  this  ship  leading,  followed  by 
Antilles  and  a  freight  steamer  named  Willehad,  or  some- 
thing like  that.  Our  escort,  the  yachts  Corsair  and  Al- 
cedo,  were  some  distance,  3,000  yards,  ahead  of  the  col- 
umn. We  were  zigzagging,  plan  one,  and  you  can  sketch 
the  position  we  were  in  at  6 :47.  Our  speed  was  10  knots. 
The  sea  was  a  bit  choppy,  with  enough  white  caps  to 
make  discovery  of  a  periscope  extremely  difficult. 

I  was  attracted  by  the  sound  of  Anfilles's  whistle,  and 
looked  around  and  saw  the  explosion  of  the  torpedo 
against  her  port  quarter,  about  opposite  the  well  deck. 
The  water  rose  as  high  as  the  hounds  of  her  mast.  This 
was  followed  almost  immediately  by  an  internal  explo- 
sion aft,  and  she  began  to  list  to  port.  I  remember 
Ghent's  telling  me  that  all  her  heavy  machinery,  stores, 
etc.,  were  on  the  port  side. 

In  the  meantime  I  was  busy  taking  Henderson  away 
from  that  vicinity.     It  is  not  a  pleasant  feeling,  Ad- 


108    HISTORY  OF  TRANSPORT  SERVICE 

miral,  to  run  away  from  a  ship  in  sucli  a  predicament, 
and  it  should  be  strongly  emphasized  in  orders  so  that 
a  person  doing  it  will  not  feel  such  a  deserter.  But  the 
yachts  were  already  returning. 

The  next  glimpse  I  had  of  Antilles  she  had  turned 
head  on  to  our  position,  and  all  her  boats  seemed  to  be 
lowered  to  the  water.  And  then,  in  a  very  short  time, 
I  looked  again,  and  there  she  stood,  upright  against 
the  red  morning  sky,  looking  like  some  strange  monster. 
She  sank  vertically  and  rapidly,  but  silently,  and  Antilles 
was  no  more. 

Four,  it  was,  I  think,  of  her  boats  we  counted,  and 
the  water  dotted  with  heads.  The  water  closed  over  her 
at  6 :53i/2 — ^it  had  taken  six  and  one-half  minutes !  I  do 
not  like  to  picture  the  awful  confusion  caused  by  her 
standing  vertical  in  the  water — what  crashings  there 
must  have  been !  We  hope  and  pray  that  many  of  those 
men  were  picked  up,  but  there  must  have  been  many 
casualties.  It  made  many  of  us  very  quiet  and  thought- 
ful yesterday — some  did  not  eat  a  bite  all  day  after  see- 
ing it. 

It  is  practically  certain  that  the  sub  which  sank  An- 
tilles fired  at  Henderson  and  missed.  There  was  no  rea- 
son to  pass  us  by  for  a  smaller  ship  half  as  well  armed. 

Finland  torpedoed 

The  Transport  Finland  arrived  in  France  on  Octo- 
ber 7th  in  the  same  convoy  with  the  ill-fated  Antilles, 
and  sailed  again  for  the  United  States  in  the  early  morn- 
ing of  October  28th  in  company  with  the  cargo  vessels 
Buford  and  City  of  Savannah.  The  escort  was  made  up 
of  the  armed  yachts  Alcedo,  Corsair  and  Wakiva,  and 
the  destroyers  Smith,  Lamson,  Preston  and  Flusser.  The 
speed  of  the  convoy  was  eleven  knots.    Commander  S.  V. 


dowx  the  gang-plank.   the  last 
"over  the  top"   kor  these  troops 


THE    KAISER  S  GOAT.    OI'FICLVL  MASCOT  OF 
THE    27Tn    DIVISION 


DISEMBARKED  TROOPS,  THE   Wltll    AM)  308t1I 
IXFAXTRV   IX    THE   RESERVATION  YARDS   AT 
HOROKEN    ASSE:MBLEn  FOR  ROLL  CALL 


DECORATIONS   AT   PIER   IN    HOBOKKN     Id    I.IUI    I      I  III 
RETURN'  OF  GEXERAL  PERSHING 


HKI'ATKIATKI)   i;i:HM\N     i'ltlsoNERS   ON'    U.   S.    S. 

"i'HIN(KSS    MATOIKA,"    COMMANDED    HV    (  AI'IAIN     H.    I).    IIINCKIEY,    U. 


TRANSIOKT    "MaDAW  ASK  A       ARRIVING    WITH    TROOPS 
AT  NEWPORT  NEWS 


SOLDIERS   ON   DECK   OF   "mADAWASKa"   AWAITINO 
THEIR  TURN   TO  flO  ASHORE 


a   2 

3.     ?? 


H    P 


FINLAND  TORPEDOED  109 

Graham,  U.  S.  Navy,  was  the  senior  Naval  Officer  on 
board  the  Finland^ 

At  9 :27  of  the  same  morning  of  departure,  while  in 
Latitude  46°  49'  North,  Longitude  6°  21'  West,  a  torpedo 
fired  at  the  Fmimid  was  sighted  about  thirty  degrees 
abaft  the  starboard  beam  at  a  distance  of  about  200 
yards.  A  few  seconds  later  it  struck  the  starboard  side 
under  the  bridge  before  the  ship  could  be  maneuvered  to 
avoid  it. 

Both  the  Finlcmd  and  the  Antilles  were  manned  by 
civilian  crews,  the  Naval  personnel  on  board  being  addi- 
tional to  safeguard  the  ship  against  the  enemy  and  to 
take  charge  in  emergency.  The  Finland  was  carrying 
home  the  survivors  of  the  Antilles,  and  the  majority  of 
these  merchant  sailors  were  a  very  low  class  of  foreign- 
ers of  all  nationalities,  the  sweepings  of  the  docks, 
shipped  just  before  sailing  from  New  York  for  one  voy- 
age only.  The  terror  from  which  the  men  of  the  Anr 
tilles  had  not  yet  recovered  had  been  communicated  by 
their  stories  to  the  crew  of  the  Finland,  which  was  made 
up  of  the  same  type  of  men. 

The  result  was  that  when  the  torpedo  struck  the  ship 
both  the  crew  of  the  Fimland  and  the  survivors  of  the 
Antilles  rushed  to  the  boats  and  began  lowering  them. 
Some  of  the  boats  were  in  the  water  and  some  were  cap- 
sized before  the  Naval  officers  and  ship 's  officers  gained 
control  of  the  situation. 

At  the  same  time  the  engine  room  and  fire  room 
crews  left  their  stations  and  rushed  on  deck,  which  was 
contrary  to  orders.  These  men  were  finally  driven  be- 
low with  the  aid  of  a  revolver  and  a  heavy  wooden  mallet, 
and  the  engineers'  stations  were  again  manned. 

As  the  ship  began  to  list  heavily  to  starboard,  the 
other  boats  were  lowered  in  a  more  orderly  manner, 
with  the  passengers  and  some  of  the  crew  in  them. 


110    HISTORY  OF  TRANSPORT  SERVICE 

The  damage  was  found  to  be  confined  to  one  of  the 
cargo  holds,  which  was  flooded;  the  engine  room  and 
fire  room  compartments  were  intact.  The  list  which  the 
ship  had  taken  did  not  increase,  and  Graham  decided 
that  the  ship  would  remain  afloat  and  that  she  could  be 
worked  under  her  own  steam. 

A  number  of  men  who  were  drifting  about  in  the  boats 
were  taken  on  board  and  the  remainder  left  to  be  picked 
up  by  the  Wakiva  and  Alcedo,  which  were  standing  by 
and  rescuing  men  in  the  water.  At  10 :45,  the  Finland 
shaped  a  course  for  Brest  and  anchored  in  the  harbor 
the  next  morning. 

As  a  result  of  this  experience  with  the  ignorant  and 
unreliable  men  composing  the  crew  of  the  Finland,  the 
Court  of  Inquiry  which  investigated  the  circumstances, 
recommended  that  all  troop  transports  be  officered  and 
manned  entirely  by  Navy  personnel.  This  reenforced 
the  recommendations  I  had  previously  made  and  was 
done  as  rapidly  as  possible. 


CHAPTER  VIII 

LOSS    OF  PRESIDENT  LINCOLN— COVINGTON   TORPEDOED 

AND  SUNK 

THE  LOSS  OF  THE  President  Lincoln  " 

On  the  29th  of  May,  1918,  a  convoy  consisting  of  the 
Troopships  Rijndam,  President  Lincoln,  Susquehanna 
and  Antigone,  escorted  by  destroyers,  sailed  from  Brest, 
France,  on  the  return  voyage  to  America. 

At  about  sundown  the  next  day,  having  almost  passed 
through  the  so-called  danger  zone  of  supposed  greatest 
submarine  activity  which  would  be  completely  cleared  by 
the  next  morning,  the  destroyer  escort  left  the  convoy 
to  make  rendezvous  with  and  act  as  escort  for  another 
convoy  carrying  troops  eastward  bound.  It  was  our 
policy  always  to  provide  maximum  escort  strength  for 
ships  loaded  with  troops.  The  homeward  bound  ships 
had  to  run  chances  when  the  exigencies  of  war  required 
that  chances  be  taken. 

At  this  time  the  German  submarine  U-90,  Captain 
Eemy  in  command,  was  on  her  cruising  station  about  300 
miles  to  the  westward  of  the  French  Coast.  She  was 
making  five  knots  on  the  surface,  when,  about  one  hour 
after  midnight,  her  lookout  sighted  in  the  moonlight  a 
convoy,  distant  about  2,000  yards. 

Captain  Eemy,  at  a  safe  distance,  trailed  this  convoy, 
which  included  the  President  Lincoln,  and  finding  that 
he  had  superior  speed,  he  made  a  wide  detour  on  the 
surface  in  the  hope  of  getting  ahead  m  position  to  attack 
the  next  morning. 

Ill 


112    HISTORY  OF  TRANSPORT  SERVICE 

In  this  he  was  successful,  and  being  in  a  favorable 
position,  he  submerged  before  the  convoy  was  near 
enough  to  sight  the  smaller  submarine.  Kemy  singled 
out  the  President  Lmcoln  for  attack  as  she  was  the 
largest  in  the  group.  The  submarine  approached  from 
the  port  bow,  intending  to  close  just  ahead  of  the  left- 
hand  ship,  the  Rijndani,  her  quarry  being  the  second 
ship,  while  the  Antigone  and  Susquehanna  were  the  third 
and  fourth  ships  from  the  left  of  the  line  and,  therefore, 
on  the  other  side  of  the  Lincoln. 


^3^40*^- 


l^f*.t.VfeK 


TORPEDOING   OF  THE   PRESIDENT   LINCOLN 


The  submarine  Captain  was  skillful  in  his  maneuver- 
ing, except  that  he  got  a  little  nearer  the  Rijndmn  than 
was  comfortable  for  him,  and  narrowly  escaped  being 
rammed  by  that  vessel,  as  is  shown  by  the  accompanying 
sketch.  No  doubt  he  was  confused  by  the  zigzag  courses 
the  convoy  was  steering. 


PRESIDENT  LINCOLN  TORPEDOED    113 

}?■ 

The  weather  conditions  were  favorable  for  the  sub- 
marine in  that  they  made  it  difficult  for  the  lookouts  to 
detect  the  periscope.  The  wind  was  southeasterly  and 
stirred  up  numerous  white  caps  on  which  the  sunlight 
glittered,  making  it  practically  impossible  to  distinguish 
a  periscope  and  its  wake  at  any  great  distance. 

It  was  not  until  the  firing  exposure  of  the  periscope, 
made  almost  directly  under  the  port  bow  of  the  Rijndam, 
that  the  transport  lookouts  saw  and  reported  the  enemy. 
Captain  Remy,  however,  had  already  fired  a  salvo  of  two 
torpedoes,  closely  followed  by  a  third,  and  his  aim  was 
good.  Even  his  passing  so  close  to  the  bow  of  the 
Rijndam,  since  he  missed  being  rammed,  worked  in  his 
favor  because  the  guns  of  that  vessel  could  not  be  brought 
to  bear  upon  his  periscope  before  he  totally  submerged. 

The  first  two  torpedoes  fired  were  running  close  to- 
gether and  one  of  them  was  near  the  surface,  almost 
broaching;  these  were  heading  for  the  forward  part  of 
the  Lincoln.  The  third  one  was  a  little  behind  the  other 
two,  and  headed  toward  the  after  part  of  the  ship.  The 
lookouts  on  board  the  Lincoln  sighted  the  torpedo  wakes 
heading  for  their  ship  and  it  looked  to  them  as  though 
they  had  been  fired  by  the  Rijndam^, 

Lieutenant  Wesley  G.  Martin,  U.  S.  N.  R.  F.,  Officer 
of  the  Deck,  immediately  had  the  helm  thrown  over  and 
cut  in  the  general  alarm  switch.  A  few  seconds  later, 
before  the  ship  could  answer  her  rudder,  two  torpedoes 
hit  simultaneously  directly  under  the  bridge,  throwing  up 
a  great  volume  of  water,  which  drenched  every  one  in  the 
port  wing.  By  this  time  Captain  P.  W.  Foote,  U.  S.  Navy, 
was  on  the  bridge  and  took  command  of  the  situation. 

Immediately  after  the  first  explosion,  the  third  tor- 
pedo struck  aft,  about  120  feet  from  the  ship's  stem. 
At  first  Captain  Foote  was  in  hopes  that  the  ship  might 
be  saved,  but  in  about  five  minutes  she  was  seen  to  be 


114    HISTORY  OF  TRANSPORT  SERVICE 

settling  rapidly,  and  Lieutenant  Edward  Baker,  U.  S. 
N.  E.  F.,  Officer  of  the  Watch  in  the  engine  room,  re- 
ported that  the  after  engine  room  bulkhead  had  given 
away  and  the  engine  room  was  flooding.  Water  was 
seen  rising  in  hold  No.  3,  which  was  just  forward  of  the 
bridge,  and  it  was  realized  that  the  ship  was  doomed. 
About  twelve  minutes  after  the  explosion  Captain  Foote 
gave  the  order  to  abandon  ship. 

Boats  and  rafts  were  lowered  into  the  water  in  an 
orderly  and  seamanlike  manner.  The  sick  were  placed 
in  the  emergency  life  saving  suits  and  made  comfortable 
in  their  assigned  boats,  the  Medical  Department  effi- 
ciently performing  their  emergency  duties  under  the 
direction  of  Surgeon  Whiteside. 

Surgeon  Whiteside  and  Assistant  Paymaster  Mowat 
were  last  seen  standing  on  the  after  end  of  the  port  side 
of  ^^C"  deck  just  before  the  ship  sank.  Both  these  offi- 
cers were  lost  and  it  is  probable  that  they  became  en- 
tangled in  wreckage  and  were  dragged  down  by  the  ship. 
It  is  thought  that  Assistant  Paymaster  Johnson,  who 
was  last  seen  supervising  the  launching  of  rafts  and  di- 
recting his  men  over  the  side,  suffered  the  same  fate. 

Under  the  direction  of  the  Captain  and  Executive 
Officer,  Lieutenant  Commander  Lind,  boats  and  rafts 
were  lowered  promptly  and  without  mishap.  The  men, 
all  wearing  life  preservers,  then  slid  down  the  life  ropes 
into  the  water  and  were  picked  up  by  the  boats  and 
rafts.  The  rafts  were  tied  up  to  the  boats  and  pulled 
clear  of  the  sinking  ship. 

At  about  9 :20  the  Chief  Master-at-Arms  reported  to 
Captain  Foote  that  the  decks  were  clear  of  people,  and 
as  the  ship  went  down  the  Chief  Master-at-Arms,  Execu- 
tive Officer,  and  Captain,  the  latter  being  the  last  to  leave 
the  vessel,  went  over  the  side  and  swam  out  to  the  boats 
standing  by  to  receive  them.    The  President  Lincoln  kept 


PRESIDENT  LINCOLN  TORPEDOED    115 

on  an  even  keel  and  sank  with  her  colors  flying  about 
twenty-five  minutes  after  the  first  explosion. 

Immediately  after  the  torpedoing,  the  accompanying 
transports  scattered  in  accordance  with  the  rigid  orders 
requiring  them  to  do  so,  but  they  sent  messages  to  de- 
stroyers to  go  to  the  assistance  of  the  Lincoln  survivors. 
The  U-boat  waited  in  the  vicinity,  in  the  hopes  that  one 
of  the  transports  might  come  back  and  fall  victim  to 
attack.  But  disappointed  in  this,  the  submarine  finally 
came  to  the  surface  and  steamed  toward  the  boats  and 
rafts  which  by  this  time  had  been  secured  together. 

G.  A.  Anderson,  Seaman  2nd  Class,  was  ordered  from 
a  raft  to  come  on  board  the  submarine.  Anderson  re- 
ported that  the  officers  of  the  submarine  treated  him 
very  nicely,  took  him  below  decks,  gave  him  some  cognac 
and  coffee.  The  U-boat  iCaptain  asked  Anderson  in 
English  where  the  Captain  of  the  President  Lincoln  was, 
to  which  he  rephed  that  he  did  not  know,  but  thought 
that  he  had  gone  down  with  the  ship. 

The  boat  commanded  by  Lieutenant  Commander  A.  B. 
Randall,  U.  S.  N.  R.  F.,  who  had  been  a  passenger  on 
board  the  Lincoln,  was  then  ordered  alongside.  Ensign 
C.  R.  Black,  U.  S.  N.  R.  F.,  was  in  the  boat,  and  Captain 
Remy  of  the  submarine  recognized  him,  as  they  had  at- 
tended the  same  college  in  the  United  States,  and  called 
out  in  perfect  English,  "We  don't  want  you,  Black.'* 

Although  the  boat  containing  Captain  Foote  was 
closely  scrutinized,  he  escaped  detection  by  removing  his 
blouse  and  cap  and  disguising  himself  as  a  sailor.  Lieu- 
tenant Isaacs,  however,  was  taken  prisoner  and  the  sub- 
marine sailed  away  and  was  seen  no  more.  (The  adven- 
tures of  Lieutenant  Isaacs  will  be  told  in  a  later  chapter.) 

Under  the  direction  of  Captain  Foote,  boats  and  rafts 
were  assembled  together  before  sundown,  in  one  long 
line,  and  all  hands  settled  down  to  make  the  best  of  their 


116    HISTORY  OF  TRANSPORT  SERVICE 

situation.  Signal  rockets  were  sent  up  every  ten  min- 
utes and  disclosed  the  men  crowded  in  the  boats  and 
roosting  on  the  rafts,  laughing  and  talking  and  keeping 
themselves  cheered  up.  Each  rocket  was  the  occasion 
of  an  outburst  of  enthusiasm,  and  the  songs  most  often 
sung  were,  ''Hail!  Hail!  the  Gang's  All  Here!"  and 
''Where  Do  We  Go  From  Here,  Boys?" 

Shortly  after  11:00  P.  M.  an  answering  signal  was 
seen  in  the  distance,  announcing  the  approach  of  help. 
Soon  after  the  American  destroyer  Warrington,  Lieu- 
tenant Commander  George  W.  Kenyon,  U.  S.  N.,  arrived, 
and  about  an  hour  later  the  Smith,  Lieutenant  Comman- 
der Kline,  joined  in  the  rescue  work.  This  was  a  skill- 
ful piece  of  navigation  and  had  there  been  delay  there 
might  have  been  serious  loss  of  life,  especially  among 
the  200  men  who  were  on  the  rafts.  The  survivors  were 
quickly  taken  on  board  and  the  destroyers  headed  for 
Brest,  where  they  arrived  the  next  day. 

Subsequent  musters  showed  that  out  of  715  souls  on 
board,  4  officers  (including  Lieutenant  Isaacs  taken 
prisoner)  and  23  enlisted  men,  all  belonging  to  the  ship's 
company,  were  lost.  All  the  Army  passengers  on  board 
were  saved. 

In  the  case  of  the  President  Lincoln,  as  in  all  the 
casualties  suffered  in  the  Cruiser  and  Transport  Force, 
whether  due  to  the  enemy,  collision,  fire,  or  other  cause, 
the  loss  of  life  was  astonishingly  small.  This  was  due 
to  the  high  state  of  discipline  which  prevailed,  and  to  the 
methods  and  drills  previously  devised  and  carried  out. 
Captain  Foote  in  his  report  states  that  Lieutenant  Com- 
mander W.  L.  Lind,  U.  S.  Navy,  the  Executive  Officer  of 
the  ship,  was  particularly  responsible  for  conducting 
these  drills  and  also  that  he  rendered  valuable  service 
both  before  and  after  the  President  Lincoln  was  sunk. 

The  Executive  Officer  is  the  second  in  command  and 


PRESIDENT  LINCOLN  TORPEDOED    117 

by  Navy  regulations  the  Captain's  representative  as  the 
organizer  and  administrator  of  the  ship.  The  conditions 
under  which  transports  were  operated  in  the  submarine 
zone  compelled  the  Captain  practically  to  live  on  the 
bridge.  His  time  was  taken  up  with  the  safe  navigation, 
of  the  ship  through  the  submarine  zone.  He  was  the 
outside  member  of  the  firm;  the  Executive  Officer  was 
the  inside  member.  Details  of  organization,  administra- 
tion and  inspection  were  necessarily  left  largely  to  him ; 
much  more  so  than  the  Regulations  ever  contemplated. 

One  of  the  novelties  of  this  war  was  that  our  very 
small  deep  sea  merchant  marine  made  it  necessary  to 
use  regular  Naval  Officers  in  manning  the  seized  Ger- 
man ships.  It  speaks  well  for  their  capacity  that  they 
were  so  successful  in  handling  a  new  type  of  ship  under 
the  trying  conditions  imposed  by  troop  transportation 
through  submarine  waters.  Much  credit  should  be  given 
to  the  Executive  Officers  of  the  transports.  Their  job 
was  complicated  and  difficult,  because  they  really  had  two 
organizations  to  handle  in  cooperation,  one  for  the 
troops  and  one  for  the  ship. 

Lieutenant  Colonel  W.  H.  Clopton  Jr.,  of  the  Tank 
Corps,  U.  S.  A.,  was  the  Senior  Army  Officer  passenger, 
and  the  following  is  quoted  from  his  official  report : 

I  cannot  close  this  report  without  testifying  to  the 
splendid  manner  in  which  Captain  Foote,  his  officers  and 
men,  conducted  themselves  from  the  moment  the  torpedo 
hit  the  ship,  until  we  were  picked  up  by  the  Warrington 
and  the  Smith. 

Confusion,  but  that  orderly  confusion  which  bespeaks 
of  discipline  and  a  thorough  understanding  of  the  indi- 
vidual duty  and  obligation,  existed.  Life  rafts  were 
rapidly  pushed  overboard.  Crews  assembled  at  their 
stations  and  all  made  ready  to  abandon  ship.    Cheerful- 


118    HISTORY  OF  TRANSPORT  SERVICE 

ness  prevailed  and  a  hearty  response  to  duty  that  should 
make  any  Conunanding  Officer  proud  of  his  men. 

Captain  Foote's  subsequent  action  after  the  ship  had 
sunk,  in  assembling  all  rafts  and  life  boats  and  giving 
instructions  for  the  night  duties,  unquestionably  pre- 
vented loss  of  life,  through  drifting,  and  expedited  the 
work  of  the  relief  ships. 

The  work  of  locating  us  and  the  reception  accorded 
the  survivors  by  the  U.  S.  S.  Warrington  and  Smith  can- 
not pass  without  a  word  of  gratitude.  The  prompt  ap- 
pearance of  these  two  ships  was  indeed  cheering  to  the 
men  440  miles  from  shore,  and  the  hot  coffee,  lunch  and 
dry  clothes  which  were  given  the  men  were  most  wel- 
come. 

On  behalf  of  the  military  passengers  I  desire  to  ex- 
press our  heartiest  gratitude  for  the  manner  in  which 
the  naval  officers  and  men  handled  the  situation  from 
beginning  to  end. 

(Signed),  Wm.  H.  Clopton,  Jr. 
Lieut.  Col.,  Tank  Corps,  U.  S.  A. 

The  survivors  were  transported  from  Brest  to  New 
York  on  board  the  U.  S.  S.  Great  Northern,  and  upon 
arrival,  Captain  Foote  submitted  the  following  request: 

''The  Commanding  Officer  is  glad  to  report  that  the 
officers  and  men  surviving  the  President  Lincoln  still 
form  practically  a  complete  ship's  organization  due  to 
the  small  though  regrettable  number  of  its  members  lost 
in  the  engagement  with  a  Gennan  submarine.  They  are 
still  filled  with  a  courageous  spirit,  and  all  that  is  desired 
is  time  and  facilities  to  obtain  new  outfits  of  clothing, 
etc.,  and  that  they  be  held  together  in  one  organization 
and  assigned  to  duty  in  another  ship  and  that  they  may 
be  continued  in  the  work  which  they  have  been  perform- 


PRESIDENT  LINCOLN  TORPEDOED    11^ 

ing  in  the  past  ten  months  in  connection  with  transport- 
ing our  troops  to  Europe." 

It  gave  me  much  pleasure  to  approve  this  request  in 
the  below  endorsement: 

*'I  approve  the  suggestion  that,  if  possible,  the  sur- 
vivors of  the  President  Lincoln  be  transferred  together 
to  another  ship — it  is  possible  that  the  Department  may 
have  in  view  the  commissioning  of  some  new  transport 
in  the  near  future — at  all  events  it  is  recommended  that 
Commander  Foote  be  assigned  to  command  another  ship 
in  my  Force  at  the  first  opportunity." 

TOEPEDOED  ON  THE  u.  s.  s.  President  Lincoln 

The  following  story  was  told  to  me  by  Chief  Yeoman 
Leonard  McCallum: 

At  about  8 :55  on  the  morning  of  May  31,  1918,  while 
down  in  the  small  stores  compartment  of  the  U.  S.  S. 
President  Lincoln,  I  suddenly  heard  two  loud  explosions 
forward,  followed  a  second  later  by  an  explosion  aft 
which  seemed  to  shake  the  whole  ship  and  shove  her 
back  in  the  water.  Then  the  General  Alarm  sounded  and 
with  the  roar  of  our  forward  guns  I  realized  that  we  had 
been  torpedoed.  Seizing  a  life  preserver  I  hurried  up 
on  deck. 

As  I  reached  the  main  deck,  the  ship  listed  slightly 
toward  the  port  side  and  the  water  poured  in  from  that 
direction,  the  torpedoes  having  hit  on  the  port  side. 
However,  there  was  no  confusion,  every  man  knew  where 
to  go  and  was  hurrying  quickly  and  silently  to  his  sta- 
tion. Joining  my  division  on  the  port  side  of  '^C"  deck, 
I  reported  to  Paymaster  Mowat  and  was  ordered  to  go 
below  and  secure  the  payrolls  and  cash  book.  The  men 
of  the  division  were  lined  up  in  two  rows  facing  outboard 


120    HISTORY  OF  TRANSPORT  SERVICE 

awaiting  the  order  to  "Abandon  Ship'*  and  watching  the 
accompanying  transports  tearing  away  from  us.  The 
life  boats  were  being  lowered,  all  orders  being  shouted 
from  the  bridge. 

"When  I  returned  from  the  pay  office,  the  order  to 
abandon  ship  had  been  given  and  the  men  were  all  work- 
ing together  sliding  life  rafts  over  the  side.  The  disci- 
pline was  perfect,  not  one  man  attempting  to  leave  the 
ship  until  the  order  was  given.  The  first  rafts  to  get 
away  from  the  ship  had  firemen  on  them  and  as  they  sat 
on  their  rafts  they  sent  up  cheer  after  cheer  for  the 
forward  gun  crews  who  were  firing  in  water  up  to  their 
knees. 

When  it  came  my  turn  to  abandon  ship  I  slid  down 
a  line  and  sort  of  stepped  onto  a  raft  upon  which  there 
were  five  other  lads.  We  started  to  paddle  away  from 
her  side  but  were  forced  back  against  her  twice.  Officers 
were  singing  out  for  all  to  get  away  as  quickly  as  pos- 
sible on  account  of  the  suction.  That  didn't  bother  the 
crew  much  because  as  some  of  them  tried  to  paddle  away, 
they'd  yell,  ''Liberty  party  shoving  off,  etc."  It  all 
seemed  more  like  a  picnic. 

When  we  felt  that  we  were  a  safe  distance  away  from 
the  ship  we  turned  to  take  a  last  look  at  her  and  what 
a  fascinating  sight  she  was.  Our  flag  was  flying,  the  gun 
crews  were  firing,  the  steam  was  hissing  and  above  it  all, 
sounding  like  the  death  cries  of  some  big  old  animal, 
could  be  heard  the  mournful  shriek  of  the  siren.  She 
seemed  to  be  sinking  very  slowly,  when  suddenly  there 
was  a  loud  explosion,  her  big  stack  was  forced  back  on 
the  water  and  with  a  mighty  roar  the  President  Lincoln 
disappeared  stem  first  under  the  waves.  Eighteen  min- 
utes before  we  were  a  happy  crew,  proud  of  our  ship, 
proud  of  the  illustrious  name  she  bore  and  of  her  record. 


PRESIDENT  LINCOLN  TORPEDOED    121 

Now  all  that  was  left  of  her  was  floating  wreckage  and 
in  life  boats  and  on  rafts  we  were  braving  the  Atlantic 
800  miles  from  France, 

After  the  ship  sunk,  the  life  boats  started  to  take  the 
men  off  the  rafts  into  the  boats.  I  was  pulled  into  a  life 
boat  after  being  on  a  raft  about  an  hour.  The  boat  I 
was  pulled  into  happened  to  be  Captain  Foote's.  I  didn't 
recognize  him  right  away  in  his  new  guise,  his  blouse 
removed  and  in  its  stead  a  khaki  shirt  and  a  sailor's 
white  hat  pulled  over  his  eyes. 

We  drifted  around  perhaps  for  about  two  hours  when 
suddenly  cheers  were  heard  coming  from  the  rafts  quite 
a  distance  from  the  main  group.  Looking  in  their  direc- 
tion we  observed  what  appeared  on  the  horizon  to  be  a 
French  bark;  it  proved  to  be  the  submarine.  From  a 
distance,  her  wireless  mast  resembled  rigging.  When 
Commander  Foote  realized  that  it  was  the  submarine, 
he  gave  orders  to  lay  to,  so  we  just  drifted  until  she 
cruised  into  our  midst  displaying  the  German  ensign. 
The  submarine  appeared  to  be  about  450  feet  long  with 
a  fully  outfitted  wireless  mast.  A  couple  of  officers  were 
stationed  in  the  conning  tower,  and  three  or  four  of  the 
crew  attired  in  leather  were  walking  about  the  deck. 

The  first  raft  she  encountered  was  occupied  by  a  sea- 
man named  Anderson,  the  ship's  cobbler.  Anderson  was 
taken  aboard  the  submarine  and  questioned  by  the  Ger- 
man Commander  as  to  the  whereabouts  of  our  Captain, 
and  then  taken  below  and  given  warm  food  and  cognac. 
A  baker  named  Chaddick,  who  also  was  on  a  raft  alone 
near  Anderson,  saw  him  being  taken  aboard,  and  yelled  to 
some  lads  near  him, '  *  Well,  they  don 't  get  me, ' '  and  swam 
from  his  raft  to  a  more  crowded  section  of  the  survivors. 
Cruising  in  among  the  life  rafts  and  boats  the  German 
Commander  kept  inquiring  for  the  Captain  of  the  Presi- 
dent Lincoln^    Invariably  every  one  replied  that  "he  had 


122    HISTORY  OF.  TRANSPORT  SERVICE 

gone  down  with  the  ship.'*  Few  knew  that  he  had  sur- 
vived. 

Apparently  satisfied,  the  Commander  then  discovered 
Lieutenant  Isaacs  in  a  boat  wearing  his  blouse,  one  of 
the  very  few  officers  who  wore  them  that  day.  Ordering 
Lieutenant  Isaacs'  boat  alongside  the  submarine,  the 
German  Commander  pointed  toward  him  and  said :  ''You 
will  come  forward,"  Lieutenant  Isaacs  boarded  the  sub- 
marine and  saluted;  the  salute  being  returned,  his  "gat"" 
was  taken  from  him  and  we  realized  that  he  was  a  pris- 
oner. Anderson  was  then  brought  out  and  ordered  into* 
Lieutenant  Isaacs'  boat.  Then  an  officer  on  the  subma- 
rine produced  a  movie  camera  and  numerous  pictures, 
were  taken  of  us. 

The  submarine  then  drew  off  a  distance  with  her  bow 
facing  us,  forward  gun  aimed  at  us  and  a  seaman  sta- 
tioned apparently  ready  to  fire  on  us.  A  deadly  silence 
settled  over  us  all.  We  felt  that  this  was  to  be  the  end 
of  it  all ;  we  were  to  be  shelled.  They  had  taken  one  of 
our  officers  prisoner  and  pictures  of  us.  One  "gob"  re- 
marked, ''Well,  here  comes  the  fireworks."  Just  as  we 
expected  to  feel  the  hail  of  the  shells,  the  German  Com- 
mander must  have  changed  his  mind  and  ordered  the 
man  away  from  the  gun.  She  disappeared  shortly  after- 
wards, reappearing  in  about  an  hour,  cruised  about  us 
once  again  and  finally  disappeared  in  the  east. 

After  our  Captain  assured  himself  that  she  had  gone, 
he  gave  orders  to  tie  the  twelve  life  boats  by  bow  and 
stern  line,  and  each  boat  was  to  take  aboard  as  many  men 
as  it  could  possibly  hold.  Most  of  the  life  boats  had  50 
men  in  them  besides  towing  life  rafts.  When  we  felt 
that  the  submarine  had  disappeared  for  the  last  time  our 
spirits  arose.  We  expected  to  be  picked  up  by  the  de- 
stroyers the  next  day,  anyway,  so  why  worry.  Night 
came  on,  the  sky  was  spangled  with  stars,  although  it  waa 


PRESIDENT  LINCOLN  TORPEDOED    123 

quite  cold.  Everybody  was  trying  to  cheer  everybody 
else  up.  At  about  9 :00  o  'clock  it  became  real  dark,  and 
at  ten-minute  intei'vals  Coston  signals  were  lit  in  each 
life  boat.  The  boys  started  to  sing  all  the  popular  songs 
such  as  ''Good-by,  Broadway;  Hello,  France,"  ''Ov6r 
There"  and  "Keep  the  Home  Fires  Burning."  We 
must  have  been  a  weird  looking  group  away  out  there, 
but  thus  the  hours  passed. 

Shortly  after  midnight  a  quick  pale  yellow  gleam 
quivered  a  short  distance  away  from  us,  and  the  next 
moment  the  destroyer  Warrington  was  in  our  midst. 
It  was  the  most  welcome  sight  we  ever  saw,  so  again  we 
cheered.  Inquiring  of  Captain  Foote  when  we  had  last 
sighted  the  submarine,  she  then  told  us  to  stand  by  to  be 
rescued.  This  proved  to  be  very  risky  work,  taking  so 
many  men  aboard  in  the  darkness.  Our  boats  would  be 
brought  alongside  and  we  would  stand  up  until  the  de- 
stroyer rolled  towards  us.  Then  the  men  on  the  destroy- 
er would  reach  down  and  grasp  our  hands  and  pull  us  up. 
In  that  manner  over  400  of  us  were  taken  aboard  the 
Warrington.  The  destroyer  Smith  had  in  the  meantime 
arrived  and  while  the  work  of  rescue  was  on  circled  about 
on  the  alert  for  any  appearance  of  the  submarine.  She 
later  took  aboard  the  balance  of  the  survivors,  about  350. 

When  we  got  aboard  the  destroyer  the  crew  showed 
us  every  courtesy.  They  fed  us,  brought  forth  dry  cloth- 
ing and  shoes  and  gave  up  their  bunks  to  us  and  went  up 
on  the  decks  and  slept.  Their  cigarettes  running  low, 
each  cigarette  was  cut  in  half  and  so  we  all  managed  to 
get  a  puff,  at  least.  At  about  4 :00  A.  M.,  all  the  life  boats 
and  rafts  being  empty,  we  started  back  to  Brest. 

At  about  8:00  o'clock  the  next  morning  (Saturday) 
the  destroyer  Smith  was  seen  to  cut  across  our  bow  at  a 
terrific  speed,  and  then  we  learned  that  she  had  sighted 
a  periscope.    She  fired  and  dropped  some  depth  bombs 


124    HISTORY  OF  TRANSPORT  SERVICE 

and  we  wondered  what  would  happen  next.  On  Sunday 
morning  we  arrived  at  Brest  and  were  taken  aboard  the 
transport  Great  Northern  homeward  bound. 

On  Monday  morning  the  Court  of  Inquiry  was  held 
aboard  and  for  the  first  time  we  learned  who  was  missing 
among  our  shipmates.  I  think  that  out  of  785,  we  lost 
26  men,  three  officers.  Lieutenant  Commander  Whiteside, 
Lieutenant  Mowat  and  Ensign  Johnson  and  23  enlisted 
men.  Not  one  of  the  Army  passengers  aboard  was  lost, 
though  some  of  them  were  helpless  and  had  to  be  assisted 
from  the  ship.  As  thrilling  as  the  whole  experience  was, 
I  would  face  another  without  fear  at  sea,  because  that 
day  I  saw  how  the  officers  and  men  of  the  Navy  conducted 
themselves  in  the  face  of  danger  and  it  made  me  prouder 
than  ever  that  I  was  an  American. 

THE  LOSS  OF  THE  Covington 

The  Covington,  formerly  the  Cincmnati,  a  Hamburg- 
American  liner  of  26,000  tons  displacement,  was  manned 
by  a  crew  of  734  men  and  46  officers,  and  had  been  pro- 
vided to  carry  3,500  troops.  (Her  capacity  was  later  in- 
creased to  approximately  5,000.)  She  made  an  excellent 
record  as  a  troop  transport  and  at  the  time  of  her  sinking 
was  on  her  sixth  voyage,  returning  from  Brest  to  New 
York. 

The  refitting  and  repair  of  this  German  ship  for 
service  as  a  naval  transport  reflected  great  credit  on 
the  Boston  'Navy  Yard,  as  she  sailed  with  her  first  load 
of  troops  just  90  days  after  the  work  had  been  begun. 
The  engines  had  been  badly  damaged  by  the  owners  and 
it  was  due  chiefly  to  the  efforts  of  Commander  Frank 
Lyon,  U.  S.  N.,  the  Yard  Engineer  Officer,  that  repairs 
to  the  machinery  were  so  expeditiously  effected.  The 
electric  welding  of  the  damaged  cylinders,  which  was  an 
unqualified  success,  took  51  days. 


SICK  AND  WOUNDED  TROOPS   AT  SKA,  ON'   DKCK   OF 
TRAXSI'ORT  "aGAMKMNON" 


WOrNDEn   AHRn'TXG    AT   HOROKFX    OX    IT.  S.  S.    "lIF.XnERSOV' 


ROUGH    WEATHER  RIGGING  FOR  MAN   WITH 
COMPOUND  FRACTURE  OF  LEG 


the  x-ray  plant  on  u.  s.  s.     george 
Washington" 


HOUCMI     WEATIIKll    III(i(;iN(;    l(IH     MAN     WITH     ((IMPOUND 
fKACTi:HK   OK   HOTM    I  KdS 


CASKETS    BROUGHT    FROM    OVER-SEAS    AWAITIXG    REMOVAL 
FROM  PIER  AT   HOBOKEX 


i'rksinf.xt  wiisox  with  rffickrs  axi)  crkw  of  tiif 
■(;k<)K(!k  wasiiixgton'" 


I.  s.  s.  "r.KORf;K  \\' \si[  I  sij'ioN     csfihvinc   iiii:  i'nrsini;\Ti  m 

I'ARTV   TO    FKA.Mi;.      I'llOTO    JKO.M    IISV.    Ol      IMi;    i;S('(  IH'I  I  sc. 

ni:sTiiOYKiis,  siM)WiN'(!  AKiKi  i:s<()iii    AMI  i')if:sriii;vii  \i, 
IT  \c.    \'i'  ^r  \'iT-irKAi» 


COVINGTON  TORPEDOED  125 

The  Covington,  Captain  R.  D.  Hasbrouck,  U.  S.  Navy, 
in  command,  had  sailed  from  France  on  June  30,  1918, 
in  a  convoy  of  eight  transports,  including  the  Lenape, 
Rijndam,  George  Washington,  De  Kalh,  Wilhehnina, 
Princess  Matoika,  Covington  and  Dante  Alighieri. 

Captain  E.  T.  Pollock,  U.  S.  N.,  commanding  the 
George  Washington,  was  the  Group  Commander,  and  on 
the  evening  of  July  1st  the  convoy  was  proceeding  in 
two  lines  under  escort  of  seven  destroyers,  speed  15 
knots,  all  ships  zigzagging  in  two  lines  as  shown  by  the 
accompanying  sketch.  , 

At  about  9 :15  P.  M.  lookouts  on  board  the  Covington 
sighted  the  wake  of  a  torpedo  heading  for  the  ship,  200 
yards  on  the  port  beam.  The  Executive  Officer,  Lieuten- 
ant Commander  Marshall  Collins,  U.  S.  N.,  was  on  the 
port  wing  and  gave  the  rudder  order,  "Hard  right." 
About  ten  seconds  later  the  torpedo  hit  at  the  forward 
engine  room  bulkhead  on  the  port  side,  well  below  the 
water  line,  throwing  a  mass  of  water  and  debris  high  in 
the  air.  Shortly  after  the  torpedo  hit,  gnin  No.  6,  on  the 
port  quarter,  opened  fire  on  what  appeared  to  be  a  peri- 
scope wake. 

The  mortally  wounded  ship  took  a  quick  list  to  port 
of  about  20  degrees;  then,  as  the  water  found  its  way 
across  the  ship,  swung  back  to  a  five  degree  list.  The 
main  engines  were  at  once  put  out  of  commission.  Lieu- 
tenant B.  C.  Edwards,  U.  S.  N.  B.  F.,  Chief  Engineer, 
soon  reported  to  the  Captain,  who  was  standing  on  the 
starboard  bridge  wing  at  the  time  of  the  explosion,  that 
the  water  in  the  engine  room  was  at  the  tops  of  the  main 
engine  cylinders,  and  in  the  fire  rooms  at  the  top  of  the 
boilers,  thus  completely  flooding  the  ship's  two  largest 
compartments. 

The  crew  went  to  collision  quarters  to  save  the  ship 
and  also  made  ready  to  lower  the  boats  in  case  it  became 


126    HISTORY  OF  TRANSPORT  SERVICE 

necessary  to  abandon  ship.  There  were  no  lights  show- 
ing and  the  emergency  lights  on  the  battle  circuits  were 
kept  out,  in  order  not  to  show  the  position  of  the  ship. 
Although  the  escorting  destroyers  had  driven  off  the 
enemy  by  a  depth  bomb  barrage,  the  ship  with  her  motive 
power  gone  was  in  a  precarious  condition.  She  was 
gradually  listing  to  port  and  giving  evidence  of  loss  of 


RE.IO 


JARVIS 

CUlvlN/lllslQS    ^^^ 
LENIAP^E 


WJLHELMINA 


RIJNDAM 


PRINCESS 
MATOIKE 


UTTUE 


CoviisjQ-roi>J 


DeKALB 

SMITH 
PORTER 


COMrMOFl 


TORPEDOING  OF  THE  COVINGTON 


stability.  There  was  also  a  possibility  of  the  submarine 
firing  another  torpedo  and  quickly  sinking  the  ship  be- 
fore she  could  be  abandoned  with  a  resulting  heavy  loss 
of  life.  The  increasing  list,  moreover,  would  soon  pre- 
clude lowering  the  boats.  The  Captain  decided  to  insure 
the  safety  of  the  crew  and  to  conduct  such  salvage  opera- 


COVINGTON  TORPEDOED  127 

■tions  as  might  be  possible.  Under  trying  conditions  the 
entire  crew  were  transferred  quickly  and  skilfully  to 
the  destroyer  Smith. 

The  Captain,  with  volunteer  officers  and  men,  re- 
mained on  board  to  collect  the  ship 's  papers  and  to  insure 
that  none  of  the  ship's  confidential  matter  should  be  com- 
promised. This  work  being  completed,  they  then  left  the 
ship  in  the  last  boat. 

After  a  careful  search  by  the  Smith  of  all  boats  and 
rafts,  that  had  by  this  time  drifted  well  to  leeward,  the 
Oaptain  returned  to  the  Covington  with  an  organized 
salvage  party  in  one  of  the  ship 's  pulling  boats  and  sent 
the  heavily  overloaded  Smith  to  Brest. 

About  5 :00  A.  M.  the  2nd  of  July,  the  destroyer  Bead 
and  three  tugs  arrived  on  the  scene  and  a  little  later  two 
more  destroyers.  About  an  hour  later,  the  Covington, 
in  tow  of  the  tugs  and  protected  by  the  destroyers,  was 
headed  at  a  speed  of  five  and  one-half  knots  for  Brest, 
150  miles  away. 

The  ship  was  listing  about  20  degrees  to  port  and  this 
list  gradually  increased.  At  noon  the  list  suddenly  in- 
creased about  10  degrees,  and  by  1 :30  the  ship  was  heel- 
ing 45  degrees  to  port  and  gradually  sinking  by  the  stern. 
Towing  lines  were  then  let  go.  At  2:30  her  bow  rose 
sharply  in  the  air  to  a  vertical  position,  and  two  minutes 
later  she  slid  rapidly  below  the  surface  with  a  loud  rush- 
ing sound  of  escaping  air  and  a  great  upheaval  of  the 
water. 

Of  a  total  of  780  officers  and  crew,  only  six  men  were 
lost,  less  than  one  per  cent.  Of  the  passengers,  all  were 
saved.  Mr.  William  H.  Fulton,  the  only  civilian  on 
board  the  ship,  addressed  the  following  letter  to  the 
Captain : 


128    HISTORY  OF  TRANSPORT  SERVICE 

AMERICAN  EXPEDITIONARY  FORCES 
YOUNG  men's  CHRISTIAN  ASSOCIATION 

Headquarters 
12  Rue  D'Aguesseau,  Paris. 

July  6, 1918. 
Captain  R.  Del.  Hasbrouck, 

U.  S.  Navy. 
My  Dear  Captain  Hasbrouck : 

As  the  only  civilian  on  your  sliip,  the  Covington,  wben 
she  was  torpedoed,  may  I  venture  to  express  to  you  my 
profound  admiration  for  the  conduct  and  bearing  in  the 
hour  of  peril  of  officers  and  crew  from  yourself,  our 
Captain,  down  to  the  humblest  sailor? 

In  the  enjoyment  of  the  courtesy  you  so  generously 
extended  to  me  as  Y.  M.  C.  A.  secretary,  I  had,  about 
fifteen  minutes  before  we  were  struck,  completed  the 
rounds  of  practically  the  entire  ship,  chatting  with  mem- 
bers of  the  crew  as  occasion  permitted  and  observing 
with  the  interest  of  a  landsman  the  appointments  and 
routing  of  it  all.  It  was  shipshape,  as  you  of  the  Navy 
would  say ;  every  man  at  his  place  of  duty,  the  watch  all 
alert,  the  gun  crews  prepared  for  any  emergency.  When 
the  ship  was  struck,  listed  so  heavily,  shuddered,  and  to 
me  seemed  about  to  go  down,  we  had  the  conditions 
which  would  have  made  for  panic  in  any  but  the  most 
thoroughly  disciplined  men.  But  I  did  not  see  even  the 
suggestion  of  panic.  Orders  were  handed  down  and 
obeyed  almost  as  though  it  were  one  of  our  *' abandon 
ship"  drills.  Conduct  in  accord  with  the  very  finest  tra<- 
ditions  of  the  Navy  was  taken  for  granted.  It  was  not 
exceptional,  it  was  everj^vhere. 

The  most  vivia  pictures  of  heroism  were  rapidly  im- 
pressed upon  my  memory — the  gun  crews  firing  away 
with  unerring  accuracy  from  gun  decks  that  so  far  as  the 


COVINGTON  TORPEDOED  129 

gunners  knew  might  at  any  second  be  submerged ;  groups 
in  the  water,  crowded  on  rafts  and  singing  their  merry 
songs, ' '  Keep  Your  Head  Down,  Fritz, ' '  and  ' '  Hail !  Hail ! 
the  Gang's  All  Here."  Men  voluntarily  going  back  and 
forth  between  the  destroyer  and  the  ship,  as  many  as 
three  times,  to  bring  their  shipmates  off,  and  only  in 
utter  exhaustion  yielding  the  oars  to  other  hands!  It 
was  nothing  short  of  sublime,  yet  it  all  went  on  as  if  only 
a  part  of  the  regular  routine.  Danger  was  not  only  not 
feared,  it  was  disdained. 

Sad  as  it  is  that  any  of  our  brave  boys  should  have 
lost  their  lives,  it  is  remarkable  that  there  were  so  few. 
It  was  one  of  those  miracles  which  are  performed  only 
through  the  wisest  forethought  and  the  finest  discipline. 

It  must  afford  you  the  deepest  satisfaction.  Sir,  to 
reflect  that  in  so  signal  a  way  you  were  not  only  the  rep- 
resentative of  our  country  but  the  arm  of  Him  who 
travels  all  seas  in  bringing  about  His  great  purpose. 

For  myself  I  shall  always  be  grateful  that  it  was 
given  to  me  in  a  humble  sense  to  represent  the  nation's 
civilian  population  in  an  hour  of  strain  and  peril,  and 
there  to  see  the  nation's  seamen  equal  to  that  hour. 

Deeply  conscious  of  what  we  owe  to  you  as  an  officer 
of  our  Navy,  and  no  less  appreciative  of  your  uniform 
kindness  to  me  personally,  I  am, 

Eespectfully  yours, 

(Signed),  Wm.  H.  Fulton. 

A  youthful  bluejacket  of  the  Rijndam,  Coxswain 
Baumann — one  of  the  type  who  came  in  for  the  war  and 
got  what  he  came  in  for — told  me  the  following  story  of 
the  torpedoing  of  the  President  Lincoln  and  the  Coving- 
ton. 

"It  was  the  Rijndam' s  first  trip  across  as  a  transport, 
and,  believe  me,  all  hands  were  on  the  job  all  the  way  to 


130    HISTORY  OF  TRANSPORT  SERVICE 

France  keeping  all  their  eyes  on  the  lookout  for  sub- 
marines. 

''But  we  didn't  see  any  on  the  first  half  of  the  trip, 
and  after  the  excitement  of  getting  rid  of  the  soldiers 
and  taking  a  squint  around  Brest,  we  got  under  way  for 
home  expecting  a  quiet  run  without  any  rows. 

"There  were  four  of  us  left  Brest  at  10:00  o'clock 
on  the  morning  of  the  30th  of  May — the  Rijndam,  the 
Susquehcmna,  the  Antigone,  and  the  President  Lincoln. 
The  convoying  destroyers  left  us  that  first  night  and  the 
next  morning  we  formed  in  line,  the  Rijndam  on  the  left 
flank,  and  then  the  President  Lincoln  five  hundred  yards 
abeam  of  us,  and  then  the  Susquehcmna  and  the  Antigone. 

"At  about  8:30  that  morning,  having  just  come  up 
on  deck  mth  iny  bucket  of  water,  I  heard  the  cry  of 
*  Submarine!'  come  from  the  fo'c's'le.  I  looked  for- 
ward, and  there  from  right  under  our  bows  I  saw  come 
streaking  the  wake  of  a  torpedo.  And  it  was  headed  for 
the  President  Lincoln. 

' '  I  saw  it  hit  her  fair — right  under  the  bridge.  There 
was  a  boom,  and  then  a  great  sheet  of  water  and  timbers 
and  parts  of  the  bridge  flew  up  into  the  air. 

"Then  right  up  alongside  us — too  close  for  our  guns — 
appeared  the  submarine,  a  long,  green,  slimy  thing.  She 
submerged  immediately,  before  any  one  could  have 
counted  five. 

"Eight  away  the  Lincoln  started  dropping  back  ^id^ 
listing  to  port. 

"We  were  all  watching  her,  of  course,  but  we  did  not 
see  the  wake  of  the  second  torpedo.  It  hit  the  poor  old 
Lincoln  fairly  well  aft.  There  was  another  big  boom 
and  another  shower  of  water  and  splinters  and  bits  of 
boats — and  over  and  above  all  flew  the  body  of  a  sailor 
high  in  the  air.  It's  going  to  be  a  long  time  before  I 
can  get  that  thing  out  of  my  mind — that  tremendous 


I 


COVINGTON  TORPEDOED  131^ 

shower  of  spray  and  wreckage  and  'way  above  every- 
thing that  poor  smashed  kid,  his  white  suit  standing  out 
against  the  bhie  sky.  I  used  to  lay  awake  at  night  after 
I  had  turned  in  and  wonder  how  he  felt,  if  he  felt  any- 
thing. .  .  . 

''But  to  get  back  to  the  Lincoln.  After  she  got  the 
second  torpedo,  she  straightened  up  a  bit,  her  torn  side 
gaping,  her  siren  moaning,  and  her  guns  going  full  blast. 

''We  kept  on.  The  Susquehanna  and  the  Antigone 
beat  it  off  to  starboard  at  full  speed.  We  felt  like  it  was 
a  dirty  trick  to  leave  the  old  Lincoln  to  wallow  it  out 
alone,  but  that's  the  way  to  play  that  game. 

' '  From  aft  we  watched  her.  She  kept  firing  constant- 
ly— ^her  guns  pointing  further  and  further  downward  as 
her  bow  lifted  up.  Her  stem  slowly  settled.  Boats  and 
life  rafts  began  to  put  off. 

"In  the  distance  we  saw  the  last  gun  spit  out  what  it 
thought  of  the  Germans.  Then  the  old  Lincoln  slipped 
beneath  the  waves. 

"We  went  on.  I  looked  around  for  my  bucket,  and 
it  was  gone.  All  of  which  goes  to  show  you  that  no 
matter  what  happens  in  a  large  way  in  this  world,  you've 
got  to  keep  your  eye  on  your  personal  property  or  you 
lose  out. 

"On  our  next  trip,  we  left  Brest  at  noon  on  the  day 
before  the  Fourth  of  July,  with  the  Covington  and  a 
whale  of  a  convoy.  The  Covington  was  second  ship  from 
us.  The  George  Washington  was  500  yards  on  our  port 
beam,  and  the  Covington  was  just  beyond  her. 

"The  destroyers  were  still  with  us  that  evening,  and 
it  had  begun  to  get  dark. 

"Suddenly  there  came  a  green  sky-rocket  from  one 
of  the  ships  on  our  port  quarter.  Then  a  moment  later 
there  was  an  awful  boom  as  the  Covington  got  hers.    She 


132    HISTORY  OF  TRANSPORT  SERVICE 

was  liit  in  the  port  side  in  the  bunkers,  and  clouds  of  coal 
dust  and  a  great  mass  of  coal  flew  up. 

*' We  saw  her  take  a  big  list  to  port  right  away.  Her 
siren  began  moaning,  and  she  started  drifting  back. 

''Then  the  destroyers  got  busy,  and  depth  bombs  be- 
gan to  boom  and  shake  us. 

''The  convoy  broke  up  and  beat  it  in  all  directions. 
For  a  little  while  the  George  Washington  blocked  off 
our  view  of  the  Covington.  Then  for  a  moment  we  had 
a  final  look  at  her.  She  had  stopped — a  poor,  wounded, 
helpless,  moaning  thing,  listing  more  to  port  every  mo- 
ment. 

"We  saw  a  faint  light  on  her,  which  immediately 
went  out. 

' '  Then  we  slid  off  into  the  darkness  and  saw  her  no 
more. 

"It  was  a  funny  thing  about  those  two  ships.  Each 
had  tied  up  to  No.  2  buoy  inside  of  the  breakwater  at 
Brest  just  before  she  started  on  her  last  trip.  And  each 
was  on  her  sixth  round  trip  as  a  transport.  So,  on  our 
next  trip,  the  old  Rijndam  had  to  draw  No.  2  buoy.  Nat- 
urally, we  felt  that  it  was  all  up,  with  wreaths  on  the 
grave  and  Uncle  Joe  and  Aunt  Mary  coming  600  miles 
to  Newark  for  the  funeral,  but  we  could  swim;  so  we 
didn't  care. 

"But  the  President  Grant's  crew  did  not  want  to 
travel  with  us.  They  kept  sending  us  signals  that  we 
were  a  jinx,  but  we  didn't  mind  that. 

"AVell,  they  went  right  along  next  door  to  us,  and 
nothing  happened.  I  guess  it  was  because  we  hadn't 
made  six  trips. 

"Anyway,  we  didn't  sink.'* 


CHAPTER  IX 

U-BOATS  BRING  WAR  TO  AMERICAN  SHORES— 5'^iV  DIEGO 
SUNK  BY  A  MINE 

U-BOAT  CRUISERS  BRING  WAR  TO  AMERICAN  SHORES 

In  the  Spring  of  1918,  as  the  weather  improved,  enemy 
submarines  extended  their  activities  further  westward 
and  the  new  type  of  large  U-boat  cruisers  began  to  be 
heard  from,  finally  carrying  the  war  to  our  own  shores. 
From  this  time  on  the  danger  zone  extended  all  the  way 
across  the  Atlantic.  This  necessitated  some  new  dispo- 
sitions, including  the  provision  of  destroyer  and  sub- 
chaser escort  in  the  West  Atlantic,  and  imposed  longer 
strains  and  hardships  on  those  engaged  in  the  transport 
service,  but  the  hope  of  the  enemy  that  destroyers  abroad 
would  be  recalled  and  the  movement  of  troops  and  sup- 
plies delayed  and  thrown  into  confusion,  was  not  re- 
alized. 

When  the  much-heralded  U-boat  cruisers  reached  our 
coasts,  we  were  ready  for  them.  The  result  was  that  the 
damage  they  did  was  inconsequential,  their  activities 
were  confined  to  the  less  frequented  sea  areas,  while  the 
main  lanes  of  ocean  traffic  to  our  principal  ports  were 
kept  free.  Aside  from  laying  a  few  mine  fields  along  the 
coast  between  Eastport  and  Hatteras,  and  attacking  sev- 
eral small  vessels,  their  attempt  on  this  side  does  not  ap- 
pear to  have  been  serious.  Not  a  schedule  was  broken, 
nor  was  the  sailing  of  a  troop  transport  delayed  by  their 
appearance. 

The  home  guard  anti-submarine  fleet,  including  chas- 

133 


134.    HISTORY  OF  TRANSPORT  SERVICE 

ers,  patrols,  destroyers,  submarines  and  aircraft,  pro- 
tected the  Atlantic  Seaboard.  Even  anti-aircraft  guns 
had  been  mounted  on  the  Palisades  of  the  Hudson  to 
protect  New  York  and  Bay  points  should  any  sub- 
marine have  brought  over  seaplanes  to  be  assembled 
on  deck  for  the  purpose  of  taking  flight  over  New  York 
to  drop  high  explosive  bombs.  It  is  true  that  the  enemy 
destroyed  several  fishing  smacks,  some  schooners,  a  few 
barges  and  three  small  steamers,  but  these  losses  were 
insignificant  as  compared  with  the  German  threat  that 
their  U-boats  were  going  to  blockade  our  coast. 

On  May  25,  1918,  the  U-151  suddenly  came  up  out  of 
the  deep  ten  miles  off  Winter  quarter  light  vessel  and 
sank  the  American  schooner  Hadington.  In  June,  1918, 
the  S.  S.  Carolina,  owned  by  the  New  York  and  Porto 
Eico  Line,  was  sunk  off  the  Carohna  coast  and  the  pas- 
sengers set  adrift.  This  was  followed  by  the  sinking  of 
some  schooners,  the  small  steamers,  Texel  and  Herbert  L. 
Pratt,  and  a  few  barges.  Also  a  U-boat  destroyed  by 
shell  fire  the  lightship  at  Fryingpan  Shoals,  Cape  Hat- 
teras. 

On  July  21,  1918,  a  German  submarine  attacked  the 
tug  Perth  Amhoy  and  four  barges  three  miles  off  Or- 
leans, Mass.,  at  10:30  A.  M.  The  tug  was  burned  and 
the  three  barges  sunk.  Several  men  were  wounded  but 
none  killed. 

The  attack  was  witnessed  by  summer  visitors  to  the 
Cape  and  by  villagers,  gathered  by  sounds  of  the  bom- 
bardment. The  following  is  quoted  from  the  New  York 
Times: 

^'No  moving  picture  manager  could  have  staged 
a  sea  battle  more  effectually  for  the  summer  visitors 
in  this  vicinity.  Bathers  were  taking  their  moniing 
dip  and  scurried  ashore  when  shells  (from  the  sub- 
marine) splashed  within  a  few  hundred  yards  of 
them  and  many  of  the  bathers  watched  the  exhibition 


WAR  ON  AMERICAN  SHORES        135 

of  German  f rightfulness  from  the  beach.  Automo- 
bilists  stopped  their  machines  on  the  brow  of  the 
sand  hills  and  scores  of  cottagers  did  not  have  to 
leave  their  piazzas  to  see  every  detail  of  the  fight. ' ' 

Major  Clifford  L.  Harris,  commander  of  the  Cape 
Cod  Battalion  of  the  State  Guard,  related  to  the  corre- 
spondent of  the  Times: 

*'Two  shots  came  upon  the  beach  scattering  the 
crowd.  I  do  not  think  they  were  intentionally  fired 
upon  the  beach  but  missed  their  mark  or  ricochetted 
from  the  barges.  One  shot  struck  on  the  shore  at 
Nausett  harbor,  I  am  told.  The  whole  affair  lasted 
one  hour." 

It  so  happened  that  there  was  one  schooner  that  never 
came  in  contact  with  or  in  sight  of  the  U-boats.  This 
was  the  mystery  or  '*Q"  ship,  George  Whittimore,  a 
four-masted  schooner  whose  innocent  appearance  cloaked 
the  destruction  she  carried  for  U-boats.  She  had  been 
fitted  out  by  the  Navy  Department  and  sent  out  in  dis- 
guise to  seek  the  enemy,  prepared  to  greet  him  with  a 
rain  of  shell  fire  from  her  concealed  guns.  She  worked 
in  cooperation  with  American  submarines  and  cruised 
up  and  down  the  Jersey  Coast  for  over  a  month,  but  met 
with  no  success. 

The  enemy  mining  enterprise  was  more  successful 
than  either  gun  or  torpedo  attacks,  inasmuch  as  it  re- 
sulted in  the  loss  of  the  8(m  Diego,  an  armored  cruiser 
of  16,000  tons,  on  the  south  coast  of  Long  Island.  The 
loss  of  life  fortunately  was  small. 

In  connection  with  German  submarine  operations  in 
the  West  Atlantic,  it  is  interesting  to  recall  the  visit  to 
this  country  of  the  ocean-going  commercial  submarine 
Deutschland  and  also  that  of  the  man-of-war  submarine 
U-53,  made  before  the  War  Declaration  of  the  United 
States. 


136    HISTORY  OF  TRANSPORT  SERVICE 

OPERATIONS  OF   U-53  IN  WEST  ATLANTIC,  OCTOBER,  1916 

On  October  7,  1916,  the  Germaii  submarine  TJ-53 
quietly  slipped  into  the  then  neutral  harbor  of  Newport, 
E.  I.,  exchanged  official  calls,  bought  the  daily  papers  and 
departed  that  same  day,  strictly  in.  accord  with  the  re- 
quirements of  International  Law. 

The  next  day,  October  8th,  the  U-boat  sank  five  mer- 
chant steamers  off  Nantucket  Shoal  Light  Vessel,  namely 
the  West  Point,  Stratlidene,  Christicm  Knudson, 
Stephano  and  Blomtnersdyk. 

The  West  Point  was  sunk  about  2:20  P.  M.,  about 
forty-five  miles  off  Nantucket  Shoal  Light  Vessel.  The 
weather  was  calm,  sea  smooth.  The  crew  were  given  time 
to  take  to  boats  but  were  not  able  to  save  any  of  their 
effects.  Thirty-three  shots  were  fired  into  the  West  Point 
by  the  submarine  and  two  time  bombs  were  exploded 
alongside.  According  to  the  statement  of  the  Captain 
of  the  West  Point,  these  bombs  were  attached  to  the  boat 
falls  after  every  one  had  left  the  ship  and  exploded  about 
a  half  minute  after  the  small  collapsible  boat  from  the 
submarine  had  shoved  off.  As  the  Captain  explained  it, 
*'They  blew  a  hole  in  her  side  large  enough  to  drive  a 
cart  through." 

The  Christian  Knudson  was  sunk  at  10:30  A.  M. 
about  thirty  miles  south  southeast  of  Nantucket  Light- 
ship. One  hundred  and  fifty  shells  and  one  torpedo  were 
fired  at  the  Knudson  before  she  finally  sank.  The  Knud- 
son was  built  with  many  small  tanks  for  gasoline  and  was 
loaded  with  gasoline.  These  sub-divisions  will  account 
for  the  difficulty  experienced  in  sinking  her. 

The  submarine  commander  gave  a  signed  penciled 
statement  to  the  Captains  of  both  the  West  Point  and 
Knudson,  stating  the  time  and  position  of  the  sinking  of 


WAR  ON  AMERICAN  SHORES        137 

each  ship  and  also  the  nature  of  the  cargo.  Both  Captains 
stated  that  the  submarine,  with  considerable  difficulty, 
towed  their  boats  with  all  hands  in  them  to  within  easy 
visibility  of  the  Nantucket  Shoals  Light  Vessel. 

The  Blommersdyk  was  sunk  at  8 :12  P.  M.  about  two 
and  one-half  miles  east  of  Nantucket  Lightship.  One 
torpedo  was  fired  by  the  submarine  at  7:30  P.  M.  with 
small  effect,  the  Blommersdyk  listing  only  slightly  to 
port.  At  8 :00  P.  M.  the  second  torpedo  was  fired  and  ex- 
ploded with  tremendous  force,  sending  a  column  of  water 
high  above  the  vessel's  masthead.  Then  the  Blommers- 
dyk began  to  settle  by  the  stem  and  at  8 :12  sank,  stem 
first,  with  bow  remaining  out  of  water.  The  Blommers- 
dyk was  a  vessel  of  about  9,000  tons,  loaded  with  wheat 
and  automobiles  and  bound  from  New  York  for  Liver- 
pool. The  Blommersdyk  was  abandoned  by  her  crew  be- 
fore 6 :00  P.  M. 

The  Stephana  was  sunk  at  10 :05  P.  M.  about  six  to 
eight  miles  northeast  of  Nantucket  Lightship.  Thirty 
shells  were  fired  into  the  StepJiano  with  apparently  little 
effect  and  then  the  submarine  fired  a  torpedo  which 
struck  about  amidships.  The  ship  broke  in  two  and  sank 
rapidly.  All  passengers  and  crew  had  left  the  Stephana 
before  7 :00  P.  M,  and  before  any  shots  were  fired  into 
her.  The  Stephana  was  a  passenger  steamer  plying  be- 
tween Halifax  and  New  York.  American  destroyers  were 
dispatched  from  Newport  to  rescue  survivors. 

There  were  no  lives  lost  and  no  injuries  sustained  by 
any  of  the  passengers  or  crew  of  any  vessel  sunk. 

THE  LOSS   OF   THE  ARMORM)  CEUISEE  So/n  DiegO 

The  San  Diego  was  the  only  large  man-of-war  lost  by 
the  United  States  Navy.  She  was  an  armored  cruiser  of 
14,000  tons  displacement,  carrying  a  crew  of  1,169  men, 


138    HISTORY  OF  TRANSPORT  SERVICE 

nine  midshipmen  and  49  officers.  Her  armament  con- 
sisted of  four  8-incli,  twelve  6-inch  and  22  three-inch  gnns. 

On  the  morning  of  July  19,  1918,  the  San  Diego,  Cap- 
tain H.  H.  Christy  in  command,  was  coasting  down  the 
Long  Island  shore  making  passage  from  Portsmouth, 
N.  H.,  to  New  York  City,  from  which  latter  port  she  was 
soon  to  escort  a  troop  convoy.  She  was  so  near  the 
approach  to  New  York  that  the  few  men  who  had  finished 
their  watch  on  deck  or  below  were  cleaning  up  and  shift- 
ing into  *' liberty  clothes,"  preparatory  to  leaving  the 
ship  upon  arrival  in  order  to  get  full  benefit  of  the  all 
too  short  stay  in  port. 

The  ship  was  steaming  at  15  knots,  zigzagging  in  a 
smooth  sea  under  light  southerly  airs,  visibility  six  to 
eight  miles,  when,  at  11:05  A.  M.,  she  hit  a  submerged 
mine  in  waters  to  the  northeastward  of  Fire  Island  Light 
Vessel  and  sank  in  twenty  minutes. 

The  mine  exploded  well  below  the  water  line  against 
the  port  side  at  the  forward  end  of  the  engine  room  and 
felt  like  a  dull  heavy  thud.  It  lifted  the  stern  slightly 
and  shook  the  ship  fore  and  aft. 

Captain  Christy,  standing  on  the  top  of  the  wheel- 
house  at  the  time,  thought  the  ship  had  been  torpedoed 
and  immediately  sounded  to  submarine  defense  quarters 
and  directed  the  guns  to  open  fire  on  anything  resembling 
a  periscope.  Both  engines  were  signaled  full  speed 
ahead  and  the  helm  put  over  in  order  to  point  the  ship 
toward  the  nearest  shoal  water. 

Unfortunately,  however,  the  blow  was  suffered  in 
the  vessel's  most  vital  part,  and  the  Senior  Engineer 
Officer,  Lieutenant  C.  J.  Collins,  reported  both  engines 
out  of  commission  and  the  machinery  compartments  rap- 
idly flooding. 

Headway  fell  off  promptly  and  this  precluded  any 
maneuvering  either  to  combat  a  submarine  or  to  beach 


LOSS  OF  SAN  DIEGO  139 

the  ship,  but  the  Captain  still  had  hopes  of  remaining 
afloat. 

The  Executive  Officer,  Lieutenant  Commander  Ger- 
ard Bradford,  made  a  tour  of  inspection  through  the 
lower  decks,  and  reported  to  the  Captain  that  although 
all  hands  had  gone  promptly  to  their  stations  and  done 
everything  possible  to  save  the  ship,  still  the  water  was 
fast  getting  the  better  of  them. 

As  an  instance  of  thoroughness  in  the  performance  of 
duty,  Carpenter  David  Easdale,  in  charge  of  the  after 
repair  party,  was  found  by  the  Executive  Officer,  shortly 
before  the  ship  turned  over,  on  the  berth  deck  compos- 
edly engaged  in  tightening  the  dogs  on  a  water-tight  door 
leading  to  a  flooded  compartment. 

After  a  lapse  of  ten  minutes  from  the  time  of  the 
explosion  the  listing  of  the  ship  to  port  began  to  increase 
a  little  more  rapidly.  Captain  Christy,  seeing  the  ship 
was  going  to  capsize,  then  gave  the  order  for  all  hands, 
except  the  gun  crews,  to  abandon  ship.  The  gun  crews 
were  directed  to  stand  by  their  guns  until  they  could  no 
longer  fire  and  this  order  was  carried  out  to  the  letter. 
Thirty  or  forty  rounds  were  fired  from  the  broadside 
battery  at  possible  periscopes  and  wakes  before  the  port 
guns  were  awash  and  the  starboard  guns  pointed  up  into 
the  air  by  the  listing  of  the  ship.  The  crews  were  then 
ordered  to  take  to  the  water. 

In  the  meanwhile  the  depth  charges  on  the  after  quar- 
ter deck  had  been  placed  on  safety.  Later,  when  the 
quarter  deck  was  partly  submerged,  Ensign  J.  P.  Hill- 
man,  the  Ordnance  Gunner,  showed  presence  of  mind  by 
going  aft  and  doubly  securing  the  forks  in  order  to 
guard  against  explosions.  Had  any  of  these  depth 
charges  exploded  as  the  ship  sank,  many  casualties  among 
the  crew  in  the  water  would  undoubtedly  have  resulted. 

The  evolution  of  abandoning  sliip  was  performed  in 


140    HISTORY  OF  TRANSPORT  SERVICE 

a  seamanlike  manner.  Upon  attempting  to  use  the  boat 
cranes  it  was  found  that  the  electric  current  had  failed, 
due  to  the  flooding  of  the  dynamo  compartments.  Be- 
cause of  the  rapid  listing  of  the  ship  and  the  loss  of 
■electrical  power  the  larger  boats  could  not  be  hoisted  out. 
The  life  rafts,  whale  boats  and  dingies  were  launched  by 
hand.  These,  with  mess  tables,  benches,  hammocks,  and 
lumber,  comprised  the  floating  equipment  upon  which  the 
crew  abandoned  ship. 

The  vessel  was  cleared  as  if  at  drill,  the  men  going 
over  the  side  by  divisions.  There  was  a  moment  of 
anxiety  as  the  crew  in  the  water  scanned  the  sinking  ship 
for  their  Captain.  A  shout  from  a  raft,  "There's  the 
Skipper,  I  see  his  bald  head,"  broke  the  strain  and  a 
cheer  went  up  on  all  sides  for  Captain  Christy.  True 
to  the  tradition  of  the  sea,  he  was  the  last  man  to  leave 
the  ship  and  stayed  with  her  as  long  as  possible. 

With  the  eyes  of  the  men  in  the  water  watching  him, 
as  the  vessel  slowly  turned  over  to  port,  Christy  first 
passed  down  from  the  bridge  to  the  starboard  superstruc- 
ture deck,  then  slid  down  the  ship's  side  to  the  armor  belt, 
transferred  from  there  to  the  bilge  keel  and  finally,  as 
the  ship 's  bottom  rolled  to  the  surface,  he  dropped  to  the 
docking  keel  and  from  there  jumped  into  the  water. 

The  San  Diego  floated  bottom  up  for  a  moment,  then 
slowly  sank,  disappearing  twenty  minutes  after  the  in- 
itial explosion. 

From  this  time  on  the  men  took  their  mishap  as  an 
outing ;  shouts,  cheers  and  laughter  filled  the  air. 

As  no  radio  report  had  been  sent,  the  Captain  ordered 
Lieutenant  C.  J.  Bright  to  proceed  in  a  dingy  to  the 
Long  Island  shore  to  request  assistance.  Bright  accom- 
plished his  mission  and  wireless  messages  for  help  were 
broadcasted  from  shore  stations. 

In  the  meanwhile,  boats  displayed  the  national  colors, 


i'iti>H)rs  I  AND  MHS.  wn.sox  amoxo  the  wot'xnEn  on  deck 

or  TKi:    "(ii:nKGK    WASITIXGTON"   RETlTRNIXr,    FBOM   FBAXCE 


f 


U.  S.  S.    "l.i'.dlltii;    «  ASH  1  \l.  IIIN    '     I  .S     HIlKSr     llAHIIOli 


THE    U.    K.-152    ON    WATCH    FOR    ALLIED   SHIP- 
I'lXG.     PHOTOGRAPH  TAKEN  BY  A  MEMBER  OF 
THE  GERMAN    CREW   ON  OCTOBER    12,   1918. 
NOTE    THE    LOOKOUT    ON    FOLDING    MAST 


V.  S.  S.      TICONDEROGA,      PHOTOGRAPHED   FROM 
DECK  OF   U.   K.   152 


i'^i^^s- 


I'llOTOdRAI'lIED  I'ltO.M     I  III:   DICK   OF  THE  ENEMY.     THE  ONLY 
SI  KVIVING    LIFE   BOAT  OF  THE   V.   S.   S.    "tICONDKROGa"    ALONGSHJE 
IIIE    U.    K.-152.     ITS    OCCL'i'AXT.S    WERE    FORCED   TO    HOLD    IP 
IIIEIH    HANDS  AT  THE    POINT  OF  HEVOLVERS   IN    THE    HANDS 
OI     THE  GEH.MAN'    CHEW.     THE   "tICONDEKOGa"    MAY   HE   SEEN 
ON     II0MI/0\    LIM;    FOIK    minutes  BEFORE  S  H  L   SANK 


jK-.l 


u.  s.  s.  "coviNGTdN."  SI  N  K   in'  (;i:i<  M A  \  SI  liM  \it  I  N  i;.  ■_'  .11  1 'i    Ids 


U.  S.  S.      COVINGTON      LISTED 
45  DEGREES  JUST  BEFORE 
UP-ENDING 


U.  S.  S.   "COVINGTON."     STERN   JUST  GOING    UNDER 


U.  S.  S.      PRESIDEXT    I  TXCOl  \  . 
IT-90.    13    MAY,    1918 


SINK    liV    (IKK^r.VX  StTlMARIXK 


ninoi's  ox  df.ck  of  "rnrsiDKN t  itncoix"  tx  nworii  znvr: 
iinoiiK  rii:r\(;  ■rnni>F.nf>Fii 


LOSS  OF  SAN  DIEGO  141 

sails  were  hoisted  to  attract  attention,  and  in  a  short 
time  the  steamships  Maiden  (Captain  Brown),  Bosswm 
(Captain  Brewer)  and  *S'.  P.  Jones  (Captain  Dodge),  ig- 
noring the  danger  of  a  lurking  U-boat,  came  to  the  rescue. 
By  3 :00  P.  M.  all  survivors  were  on  board  and  the  ships 
on  their  way  to  New  York,  which  port  they  reached  with- 
out further  difficulty. 

Incidents  occur  in  such  disasters  that  oftentimes  do 
not  reach  the  public.  Pay  Clerk  Gagan,  Acting  Supply 
Officer,  with  his  Chief  Yeoman,  George  J.  Meyers,  took 
the  water,  each  with  a  life  preserver  in  one  hand  and 
money  bags  and  valuable  records  in  the  other.  They 
thus  saved  $20,350  of  paper  money  and  pay  receipts 
amounting  to  $130,000,  besides  the  payrolls  and  records. 

In  this  connection  it  is  interesting  to  note  the  Ameri- 
can sailor's  spirit  of  fair  play  with  the  government  they 
serve.  About  $27,000  of  pay  receipts,  representing  the 
amount  paid  out  in  the  current  month  of  the  disaster, 
were  lost.  When  the  survivors  were  gathered  together 
they  were  asked  to  make  a  statement  to  the  Captain  as 
to  the  amount  of  pay  covered  by  these  lost  receipts  they 
had  drawn  and  to  sign  duplicate  receipts.  Of  the  $27,000 
all  but  $900  was  accounted  for  by  the  voluntary  state- 
ments of  the  men.  Since  there  were  six  lives  lost,  it  is 
a  fair  assumption  that  these  accounted  for  the  $900  and 
that  all  the  survivors  responded  honestly  and  fairly  with- 
out any  man's  taking  advantage  of  the  lost  records  to 
draw  more  money  than  was  his  due. 

During  the  night  of  July  19,  the  various  vessels 
which  had  picked  up  the  survivors  arrived  at  the  Port 
of  Embarkation,  Hoboken,  N.  J.,  where  the  ever-ready 
women  of  the  Red  Cross  met  them  at  the  piers  and 
supplied  them  with  comfort  kits  and  hot  coffee  before 
they  were  taken  aboard  other  transports  at  the  docks. 

The  muster  that  night,  verified  by  another  the  next 


142    HISTORY  OF  TRANSPORT  SERVICE 

day,  showed  a  loss  of  six  lives  out  of  a  crew  of  1,184 
officers  and  men.  This  remarkably  small  percentage  of 
deaths  testifies  to  the  high  state  of  discipline  maintained 
on  board. 

Inasmuch  as  on  the  day  subsequent  to  the  disaster 
six  German  contact  mines  were  located  by  our  mine 
sweepers  in  the  vicinity  of  the  spot  where  the  San  Diego 
went  down,  it  was  concluded  that  a  mine  laid  by  an 
enemy  U-boat  caused  the  San  Diego's  loss. 


CHAPTER  X 

MOUNT  VERNON  TORPEDOED 

The  Mount  Vernon  was  formerly  the  large  German  pas- 
senger steamer  Kronprinzessin  Cecile,  gross  tonnage 
19,503.  This  ship  will  be  recalled  as  the  ''Gold  Ship," 
which,  in  the  Suromer  of  1914,  just  before  the  outbreak 
of  the  war,  sailed  from  the  United  States  for  Germany 
with  a  large  consignment  of  gold.  While  at  sea  she  re- 
ceived notification  of  Great  Britain's  war  declaration 
and,  being  beset  with  British  cruisers,  she  turned  back, 
effecting  her  escape  by  taking  advantage  of  a  fog  to  slip 
into  the  small  port  of  Bar  Harbor,  Maine,  where  she  was 
interned.  Later  she  was  removed  under  United  States 
Naval  Guard  to  Boston,  and  upon  our  entry  into  the  war 
was  fitted  out  as  an  American  transport. 

On  the  morning  of  September  5,  1918,  the  Mount 
Vernon,  Captain  D.  E.  Dismukes,  U.  S.  Navy,  in  convoy 
with  the  Agamemnon,  accompanied  by  an  escort  of  six  (6) 
destroyers  was  about  250  miles  from  the  coast  of  France 
proceeding  homeward-bound  from  Brest  at  a  speed  of 
18  knots.  The  weather  was  fine,  the  sea  smooth  and  all 
ships  were  zigzagging.  Suddenly  a  periscope  popped  up 
about  30  degrees  on  the  starboard  bow  of  the  Momit  Ver- 
non, between  the  two  transports,  and  about  600  yards 
distant. 

Seaman  E.  B.  Briggs,  on  watch  at  the  Mount  Ver- 
non's starboard  bow  gun,  immediately  opened  fire.  At 
about  the  same  time  Chief  Quartermaster  A.  W.  G.  Hines 
sighted  from  the  bridge  the  wake  of  a  torpedo  coming 

143 


144    HISTORY  OF  TRANSPORT  SERVICE 

straight  at  the  ship.  The  Officer  of  the  Deck,  Lieuten- 
ant George  W.  Milliken,  U.  S.  N.  E.  F.,  ordered  hard 
right  rudder,  rang  emergency  speed,  blew  the  whistle  to 
indicate  change  of  course  and  sounded  the  collision  call. 
The  vessel  had  just  started  ^o  swing  when  the  torpedo 
struck  amidships,  exploding  vvi-th  terrific  force  and  throw- 
ing a  huge  column  of  water  higli  '^i.to  the  air. 

For  an  instant  it  seemed  as  though  the  ship  had  been 
lifted  out  of  the  water,  men  at  the  after  guns  and  depth 
charge  stations  were  thrown  to  the  deck,  and  the  shock 
was  so  great  that  one  of  the  five-inch  guns  was  thrown 
partly  out  of  its  mount.  Men  below,  in  the  vicinity  of 
the  explosion,  who  were  not  killed  outright,  were  knocked 
into  temporary  unconsciousness. 

The  torpedo  hit  fairly  on  a  bulkhead  separating  two 
boiler  rooms,  and  had  blown  open  a  hole  19  feet  in  diam- 
eter, large  enough  for  a  Fifth  Avenue  Bus  to  drive 
through.  This  resulted  in  rapidly  flooding  the  middle 
portion  of  the  ship  from  side  to  side,  for  a  length  of  150 
feet.  She  almost  instantly  settled  ten  feet  in  draft  due 
to  the  7,000  tons  of  sea  water  taken  in  through  the  hole, 
but  stopped  there,  indicating  that  the  water-tight  bulk- 
heads were  holding  and  leaving  a  margin  of  two  or  three 
feet  before  her  buoyancy  would  be  lost. 

The  immediate  problem  was  to  avoid  a  second  tor- 
pedo. To  do  this  two  things  were  necessary;  first,  to 
keep  the  enemy  below  the  surface  and  confuse  him  by 
attack  with  depth  bombs  and  guns ;  second,  to  make  more 
speed  than  he  could  make  submerged  and  so  prevent  his 
trailing  and  attacking  again  after  nightfall. 

The  depth  charge  crew  consisting  of  Gunners  Mates 
Lutomski,  Nielsen  and  Duffy,  who  had  been  thrown  down 
by  the  explosion,  jumped  to  their  feet,  and  under  the 
direction  of  Lieutenant  Myers,  U.  S.  Navy,  proceeded  to 
drop  a  barrage  of  five  charges,  which  exploded  at  regular 


MOUNT  VERNON  TORPEDOED   145 

intervals  about  200  feet  apart  and  150  feet  below  the 
surface  of  the  water.  This  was  a  neat  piece  of  work, 
the  evolution  being  performed  exactly  in  accordance  with 
existing  orders. 

The  Gunnery  Officer,  Lieutenant  Commander  Doyle, 
U.  S.  Navy,  had  devoted  much  attention  in  preparing  for 
just  such  an  emergency  as  this,  and  it  may  well  be  that 
the  depth  bomb  launching  device,  designed  and  installed 
by  him,  together  with  his  well-drilled  crew,  saved  the 
ship.  At  any  rate,  the  effect  was  to  make  the  submarine 
realize  that  the  attack  was  being  promptly  and  effec- 
tively met,  and  that  his  only  chance  of  safety  lay  in 
immediate  submergence. 

THE  BELOW  DECK   HEROES 

The  next  step  was  to  beat  the  U-boat  in  the  matter  of 
speed,  and  it  would  be  impossible  to  give  too  much  credit 
to  the  men  below,  who  accomplished  this  by  sticking  to 
their  posts  in  engine  and  fire  rooms. 

These  men  were  put  to  a  severe  test.  The  terrific 
explosion  was  followed  by  instant  darkness.  There  they 
were,  with  certain  knowledge  that  they  were  far  below 
the  water  level,  enclosed  practically  in  a  trap,  with  only 
a  long,  narrow  passage  leading  to  the  open  air  above, 
and  the  ship  in  imminent  danger  of  sinking.  The  sound 
of  hissing  steam  gave  warning  of  the  added  threat  of 
exploding  boilers.  It  is  to  the  everlasting  honor  of  our 
Navy  that  not  one  man  wavered  in  standing  by  his  post 
of  duty. 

Due  to  the  explosion,  one-half  of  the  boilers  in  the 
ship  were  instantly  put  out  of  commission,  and  the  feed 
line  in  use  as  well  as  systems  of  communications  to  the 
engine  room  and  lighting  circuits  were  destroyed.  Un- 
der the  direction  of  the  Chief  Water  Tenders,  Firemen 


146    HISTORY  OF  TRANSPORT  SERVICE 

and  Coal  Passers  coolly  and  promptly  went  about  their 
urgent  business.  By  means  of  holding  burning  coal  in 
shovels  up  to  the  gauges  it  was  discovered  that  the  water 
in  all  the  boilers  had  disappeared  below  the  glass,  thus 
indicating  that  the  feed  line  had  been  cut.  Quick  action 
was  necessary  to  avoid  boiler  explosion.  All  hands 
turned  to  and  succeeded  in  quickly  shutting  off  the  dam- 
aged feed  line,  starting  the  emergency  feed  pumps  in 
the  fire  rooms,  and  pumping  salt  water  from  the  sea  into 
the  boilers. 

The  150  foot  amidship  flooded  section  was  between 
the  engine  room  and  the  forward  boilers,  and  the  flanking 
athwartship  water-tight  bulkheads  held.  Fortunately, 
steam  pipes  leading  from  the  undamaged  boilers  through 
this  stretch  of  water  to  the  engines  remained  intact. 

Lieutenant  Commander  P.  A.  Guttormsen,  U.  S.  N. 
E.  F.,  Chief  Engineer,  took  command  in  the  engine  room. 
Although  the  main  engines  were  for  a  while  slowed  down 
to  the  extreme  slow  speed  limit,  they  were  never  stopped ; 
within  twenty  minutes  steam  pressure  was  being  again 
built  up,  and  within  two  hours  the  ship  was  making  the 
remarkable  speed  of  fifteen  knots,  which  she  maintained 
back  to  Brest. 

In  the  meanwhile,  the  electrical  gang  under  the  direc- 
tion of  Lieutenant  C.  A.  Kohls,  U.  S.  N.,  was  engaged 
in  running  electric  feed  lines  do^^^l  the  fire  room  hatches, 
and  in  less  than  a  half  hour  this  auxiliary  lighting  system 
was  in  operation  and  an  impro\dsed  telephone  system 
had  been  rigged  for  communication  between  the  engine 
room  and  forward  fire  rooms. 

Commander  Adolphus  Staton,  U.  S.  Navy,  the  Exec- 
utive Officer,  who  had  built  up  and  perfected  the  organi- 
zation, took  charge  of  all  dispositions  below  deck.  The 
repair  parties  of  carpenters  and  ship  fitters  under  Lieu- 
tenant Almon,  U.  S.  Navy,  the  Construction  Officer  of 


MOUNT  VERNON   TORPEDOED   147 

tlie  ship,  proceeded  to  reenforce  with  shores  the  athwart- 
ship  bulkheads  flanldng  the  flooded  compartments. 

While  this  was  going  on,  Chief  Boatswain  Louis 
Placet,  U.  S.  Navy,  and  his  gang  were  at  work  on  the 
forecastle  getting  ready  to  place  the  collision  mat. 

All  naval  vessels  are  supplied  with  what  is  known 
as  a  collision  mat  and  gear  for  handling  it.  This  large 
heavily  lined  canvas  mat  is  designed  and  rigged  so  that 
it  can  be  hauled  down  the  outside  skin  of  the  ship  to  any 
hole  which  may  have  been  made  below  the  water  line  by 
collision,  shell  fire,  torpedo,  or  other  cause,  thus  covering 
it  as  you  would  place  a  piece  of  sticking  plaster  over  a 
cut. 

In  order  to  pull  the  collision  mat  down  the  side  of  the 
ship  into  position,  it  is  necessary  to  pass  what  is  called 
the  dip  rope  over  the  bow,  the  bight  under  the  bottom  of 
the  ship,  leading  the  ends,  one  on  either  side,  aft  to 
abreast  the  location  of  the  damage,  so  that  by  hauling  on 
one  side  the  mat  attached  to  the  other  end  of  the  line  can 
be  pulled  down  under  the  water.  Two  other  lines,  a  for- 
ward guy  attached  to  the  forward  corner  of  the  mat,  and 
the  after  guy  to  the  after  corner,  are  so  led  that  the  mat 
can  be  stretched  tight  and  hauled  forward  or  aft  into  po- 
sition as  may  be  necessary. 

After  the  torpedoing  of  the  Mount  Vernon,  in  passing 
the  dip  rope  aft,  it  fouled  the  starboard  anchor.  In  or- 
der to  clear  it,  Chief  Boatswain  Mate  Lyons  promptly 
went  over  the  side  on  a  bowline  at  considerable  risk  to 
himself.  The  presence  of  mind  and  cool  daring  shown 
by  this  man  is  typical  of  the  American  sailor,  whose 
collective  seamanship  has  been  responsible  for  saving  so 
many  lives  in  this  war. 

Of  course,  in  the  case  of  such  a  large  hole  as  the  one 
made  in  the  Mount  Vernon,  a  collision  mat  would  be  of  no 
use ;  but  the  size  of  this  hole  was  not  known  at  the  time, 


148    HISTORY  OF  TRANSPORT  SERVICE 

and  the  Boatswain's  gang  went  ahead  to  rig  their  colli- 
sion mat  exactly  as  if  at  drill.  As  has  been  explained, 
however,  in  this  case  the  ship  was  able  to  stay  afloat  and 
proceed  without  stopping  the  hole  and  pumping  out. 

Under  the  direction  of  the  Senior  Medical  Officer, 
Lieutenant  Commander  E.  E.  Curtis,  M.  C,  U.  S.  Navy, 
the  153  wounded  soldiers  on  board,  most  of  them  help- 
less cripples,  were  stowed  in  their  assigned  boats,  with 
life  belts  on  and  bedding  and  blankets  furnished,  in 
readiness  to  abandon  ship  if  this  became  necessary.  The 
burned  and  injured  men  from  the  fire  rooms  were  re- 
ceived in  the  sick  bay  and  given  care  and  attention.  So 
great  was  the  desire  of  these  men  to  do  their  utmost  that 
it  was  necessary  for  the  doctors  to  hold  some  of  them  to 
keep  them  from  returning  to  the  fire  rooms  to  assist  their 
shipmates. 

Thirty-five  men  were  killed  by  the  explosion,  the 
bodies  being  recovered  two  days  later  after  the  ship  had 
been  put  in  drydock  at  Brest.  One  man  died  of  burns  a 
few  hours  after  the  explosion  and  another  several  days 
later,  in  the  hospital  at  Brest,  making  a  loss  of  thirty- 
seven,  all  of  the  Navy,  out  of  a  total  of  1450  on  board, 
including  350  army  passengers,  100  of  whom  were  sick 
or  wounded.  Eleven  others  who  were  seriously  injured 
recovered. 

The  Mount  Vernon  reached  Brest  two  hours  and 
thirty  minutes  after  midnight  September  6th,  where  she 
was  docked  for  temporary  repairs.  On  October  28th  she 
arrived  in  Boston  for  complete  repairs,  after  which  she 
was  restored  to  service  as  a  troop  carrier,  sailing  on  the 
23rd  of  February. 

The  war  nose  of  the  torpedo  which  did  the  damage 
was  afterw^ard  found  in  No.  7  fire  room  and  a  photograph 
of  it  together  with  one  of  the  holes  made  by  the  ex- 
plosion are  shown  in  the  accompanying  illustrations. 


MOUNT  VERNON  TORPEDOED   149 

LTJCKY  ESCAPES  FROM   THE   FLOODED   FIRE   ROOMS 

When  the  Mount  Vernon  was  torpedoed,  Charles  L. 
O^Connor,  Chief  Water  Tender,  was  in  No.  8  fire  room, 
one  of  the  compartments  flooded.  The  explosion  of  the 
torpedo  threw  him  to  the  floor  plates.  He  was  choked 
by  the  gases  from  the  torpedo  and  almost  fatally  burned 
by  the  flames  driven  from  the  furnaces,  but  had  suffi- 
cient presence  of  mind  to  try  to  shut  a  water-tight  door 
leading  into  a  large  1,200-ton  bunker.  The  door  was 
damaged,  however,  and  could  not  be  closed. 

O'Connor  was  then  swept  off  his  feet  by  the  inrushing 
water,  but  luckily  caught  hold  of  the  large  ventilator 
leading  from  the  fire  room  up  to  the  open  air.  Into  this 
ventilator  the  water  lifted  him  and  his  calls  for  help  were 
heard  from  above. 

0  'Connor  describes  his  experience  as  follows : 

1  looked  about  and  saw  Kinch,  Water  Tender,  stand- 
ing by  No.  17  boiler.  I  saw  him  start  for  the  ladder. 
After  that  I  did  not  know  what  became  of  him.  (Kinch 
was  one  of  those  killed.) 

I  then  tried  to  close  bunker  door  No.  7,  but  she  would 
not  work.  Then  I  heard  the  speaking  tube  ring.  Just 
as  it  rang  I  saw  right  between  the  boilers  what  looked 
like  a  wall  of  water.  It  was  about  seven  or  eight  feet 
high  and  came  from  both  sides  and  gathered  in  front  of 
No.  18  boiler.  The  water  formed  a  whirlpool  and  boxes, 
shovels  and  everything  were  being  thrown  about.  I 
bumped  against  two  or  three  bodies  in  the  grip  of  the 
whirlpool.  I  worked  myself  to  the  side  of  the  ventilator 
and  poked  my  head  inside.  The  water  was  just  entering 
the  bottom  of  the  ventilator.  I  groped  around  but  could 
get  nothing  to  hold  on  to.  I  kicked  off  my  shoes  and 
braced  my  back.    I  managed  to  get  up  about  seven  or 


150    HISTORY  OF  TRANSPORT  SERVICE 

eight  feet  into  tlie  ventilator,  above  the  water.    Then  I 
commenced  hollering. 

It  was  a  boilermaker  that  answered  my  call  and  a 
rope  was  lowered,  but  the  rope  was  too  short.  Another 
rope  was  lowered  but  that  too  was  too  short.  I  was 
just  about  ready  to  take  to  the  water.  All  my  strength 
had  gone.  A  rope  struck  me  in  the  face.  I  seized 
it  and  tied  it  around  my  knee.  They  pulled  me  up  and 
brought  me  to  the  sick  bay. 

H.  S.  Smith,  Fireman  2nd  Class,  also  had  a  narrow 
escape  from  the  flooded  fire  rooms  of  the  Mount  Vernon. 
He  had  just  dragged  a  bucket  of  coal  from  a  starboard 
bunker  and  w^as  standing  in  front  of  No.  18  boiler  where 
he  had  dumped  his  coal  on  the  floor  plates  in  front  of  the 
furnaces.  He  was  not  standing  far  from  0  'Connor  when 
the  torpedo  hit  and  the  inrushing  water  swept  him  from 
the  fire  room  through  the  very  door  O'Connor  had  tried 
to  close,  back  again  into  the  same  starboard  bunker  from 
which  he  had  just  brought  out  the  bucket  of  coal. 

At  first  Smith  thought  he  had  been  washed  into  the 
ocean,  but  as  he  collected  his  wits  he  realized  he  was  in 
a  bunker  in  which  there  were  still  bunker  lights  burning. 
He  also  found  that  he  was  not  alone,  there  being  three 
other  men  there  with  him.  They  talked  over  their  pre- 
dicament, noted  the  rising  water,  called  for  help  without 
result  and  finally,  with  little  hope  of  saving  their  lives, 
decided  to  shift  for  themselves. 

Smith  crawled  through  the  athwartship  bunker  from 
the  starboard  to  the  port  side.  He  was  at  the  end  of  his 
rope  and  could  go  no  further  to  escape  the  water.  He 
had  about  given  up,  when  his  eye  caught  a  bunker  ven- 
tilator duct.  The  opening  was  rectangular  and  meas- 
ured only  eight  inches  by  fifteen  inches.  Smith  had  no 
idea  that  he  could  get  his  155  pounds  through  that  hole 


MOUNT  VERNON   TORPEDOED   151 

but,  as  he  afterwards  put  it,  lie  stuck  his  head  up  into 
this  ventilator  to  get  a  few  last  breaths  before  being 
drowned.  As  the  water  rose  he  jammed  his  shoulders 
into  the  hole  and  to  his  surprise  the  pressure  of  the 
compressed  air  and  water  forced  his  body  up,  and  so 
assisted  he  succeeded  in  raising  himself  about  six  feet 
in  this  ventilator  when  he  was  stopped  by  a  bend  in  the 
pipe.  He  then  called  for  help  and  finally  was  heard  from 
the  upx)er  deck.  Chief  Engineer  Guttormsen  called  down, 
*'Who  is  that?"  The  reply  was,  '^ Smith."  The  Chief 
asked,  "Are  you  hurt?"  The  answer  came,  ''I  don't 
think  so. ' '  Then  Guttormsen  said,  * '  Hold  on  and  we  will 
cut  you  out." 

At  first  a  hole  was  started  in  the  barber  shop,  but  it 
was  soon  found  that  this  was  not  low  enough  and  the 
rescue  party  proceeded  to  the  troop  galley  on  the  deck 
below. 

Chief  Machinist  Mate  Hudson  and  Fireman  1st  Class 
Follis,  his  rescuers,  worked  in  steadily  rising  water, 
where  they  were  being  struck  by  heavy  debris  such  as 
meat  blocks.  When  they  began  cutting,  the  water  was  up 
to  their  knees.  By  means  of  hand  chisels  the  German 
steel  was  cut  through,  but  before  the  work  was  completed 
the  water  had  risen  shoulder  high  and  the  ship  had  begun 
to  list  to  port.  Every  time  she  rolled  Smith  was  cov- 
ered with  water.  Finally,  almost  unconscious,  his  shoul- 
ders and  hips  badly  skinned,  he  was  pulled  out.  Had 
the  rescue  been  delayed.  Smith  would  have  been 
drowned.  The  place  where  he  was  stuck  in  the  ventilator 
was  completely  under  water  when  the  ship  took  her  final 
position. 

"Hard  Luck  Smith,"  as  he  was  called,  enlisted  on 
board  the  San  Diego,  and  on  his  first  voyage  that  vessel 
was  sunk  by  a  mine  off  Fire  Island  Light  Ship.  His 
second  voyage  was  the  one  of  the  ventilator  episode  on 


152    HISTORY  OF  TRANSPORT  SERVICE 

board  the  Mount  Vernon.    Smith  modestly  recounts  his 
experience  as  follows: 

I  was  standing  in  front  of  No.  18  boiler,  close  to  the 
alleyway,  when  I  heard  a  gun  fired.  Expecting  more,  I 
braced  myself.  Then  the  torpedo  hit.  Fire  from  the 
high  doors  of  the  boilers  behind  me  burned  my  shirt. 
The  next  thing  I  knew  I  was  being  spun  around  and 
around  in  a  whirlpool  which  the  water  had  formed.  I 
remember  being  carried  up  and  then  down  again.  The 
next  thing  I  knew  I  was  going  down  and  under. 

I  was  washed  through  a  hole  and  it  seemed  that  I 
came  out  in  the  broad  daylight.  I  thought  I  had  been 
washed  into  the  ocean.  I  looked  all  around  and  decided 
to  take  my  shoes  off.  I  then  realized  that  I  was  in  a 
bunker.    The  lights  were  still  burning  in  this  bunker. 

At  that  time  the  water  was  about  a  couple  of  feet 
between  the  upper  floor  plates  and  the  deck.  I  reached 
for  the  plates  on  the  ceiling  and  in  a  few  minutes  swung 
myself  up.  A  little  while  later  I  met  two  other  fellows. 
We  sat  there  for  a  while  and  gathered  strength.  An- 
other fellow  came  up  named  Crabtree.  We  all  began  to 
talk  it  over  and  see  what  to  do.  After  a  while  we  all 
stopped  talkmg  and  did  some  rapid  thinking. 

I  noticed  the  water  was  filling  the  bunker.  I  reached 
the  ventilator  and  got  stuck  up  to  the  waist.  The  water 
pushed  me  up  into  the  ventilator  more.  The  water  was 
rushing  up  and  down  and  went  over  me  about  six  or 
eight  times.  I  had  to  hold  my  breath  each  time.  I  started 
to  holler,  and  I  think  it  was  about  twenty  minutes  when 
somebody  set  to  work  to  get  me  out.  They  started  at 
the  barber  shop.  Then  they  went  to  the  troop's  galley 
and  started  to  cut  me  out.  Later  I  was  taken  out  of  the 
ventilator  and  to  the  sick  bay. 


MOUNT  VERNON  TORPEDOED   153 

Patrick  F.  Fitzgerald,  Fireman  1st  Class,  was  another 
man  who  succeeded  in  getting  out  of  the  fire  room  oppo- 
site where  the  torpedo  hit.  The  explosion  threw  him 
down  on  the  floor  plates  with  his  feet  extending  into  the 
ash  pans  of  a  boiler.  The  cold  water  revived  him  and  in 
the  dark  he  managed  to  get  hold  of  a  ladder.  In  passing 
along  a  grating  he  stumbled  over  the  unconscious  form 
of  L.  Vallin.  Fitzgerald  kicked  Vallin  several  times,  re- 
viving him  and  finally  succeeded  in  leading  him  to  safety. 


CHAPTER  XI 

THE  WORK  OF  THE  CRUISERS 

^'Of  sea-captains,  young  and  old,  and  the  Mates 
— and  of  all  intrepid  sailors;  of  the  few,  very 
choice,  taciturn,  whom  Fate  cannot  surprise  nor 
death  dismay!^' 

Or  these  I  write.  These  of  the  deep  sea  escort  of  the 
large  convoys,  who  checkmated  the  German  raiders  and 
prevented  surface  attacks  with  guns  by  the  big  U-boat 
cruisers.  Theirs  was  the  constant  and  unceasing  toil, 
in  summer  and  winter.  ' '  Down  the  wet  sea  lanes,  across 
the  grey  ridges  all  crisped  and  curled,"  as  Kipling  puts 
it. 

Seven  days  of  rest  in  port,  then  out  again,  mothering 
liners  and  pot-bellied  merchant  ships  loaded  with  their 
invaluable  cargo.  The  hard  part  of  it  was  that  they 
rarely  sighted  land  on  the  other  side  but  met  the  escort- 
ing destroyers  far  out  from  shore,  when  they  had  to  turn 
around  to  buck  the  heavy  Nor'westers  and  so  for  home 
again,  only  to  coal,  have  a  little  run  on  the  Avenue  per- 
haps, a  look  at  the  movies,  then  back  again  with  another 
convoy. 

Four  of  the  armored  cruisers  were  sent  to  Halifax 
to  convoy  the  Canadian  and  English  ships  and  these  had 
the  worst  of  it,  for  the  Winter  of  1917-18  was  one  of  the 
severest  ever  experienced  in  the  North  Atlantic. 

After  driving  through  a  gale  in  below  zero  weather 
these  ships  often  became  so  covered  with  ice  that  they 
resembled  icebergs  hewed  into  the  similitude  of  ships. 

154 


THE  WORK  OF  THE  CRUISERS      155 

All  of  these  cruisers,  both  the  heavies  and  the  lights, 
were  very  much  in  my  thoughts  during  that  memorable 
winter.  On  Christmas  I  sent  out  a  radio  to  all  the  ships 
under  my  command,  ''A  Merry  Christmas  to  all,  espe- 
cially for  those  at  sea."  One  of  the  Captains  told  me 
long  afterwards  that  when  he  read  that  radio  in  the  midst 
of  a  howling  gale  he  said  to  the  Executive  Officer,  "We 
are  not  forgotten ;  post  this  on  all  the  bulletin  boards.  I 
want  every  man  in  the  ship's  company  to  read  it." 

Not  much  was  heard  of  our  cruisers  during  the  war 
and  yet  neither  the  transports  nor  the  destroyers  were 
more  actively  engaged.  Little  attention  was  paid  to  those 
silently  moving  vessels  covered  with  their  confusing  coats 
of  camouflage  paint,  holding  to  the  sea,  weather-beaten 
decks  stripped  of  all  unnecessary  gear,  quietly  coming 
and  going,  attending  to  their  business  of  getting  on  with 
the  war. 

Generally  speaking,  the  larger  and  faster  cruisers  of 
Squadron  One  were  used  to  escort  troop  convoys  and 
the  smaller  vessels  of  Squadron  Two  to  escort  cargo 
convoys.^  All  the  deep  sea  escort  duty  for  our  troop 
transports  was  done  by  the  cruisers  of  Squadron  One, 
except  that  beginning  September  9,  1918,  battleships  of 
the  Atlantic  Fleet  were  assigned  for  escort  duty  with 
the  troopship  and  fast  merchant  convoys.  This  was  to 
guard  against  expected  raids  by  enemy  battle  cruisers. 

When  organized  in  1917,  Squadron  Two  of  the  Cruiser 
Force  was  placed  under  the  able  leadership  of  Rear  Ad- 
miral Marbury  Johnston.  During  the  year  July,  1917, 
to  July,  1918,  the  cruisers  of  Squadron  Two  were  en- 
gaged in  escorting  54  convoys  of  cargo  vessels,  totaling 
approximately  1,073  freight  ships. 

From  the  beginning  of  the  fiscal  year  1918-1919, 
Squadron  Two  was  engaged  in  escorting  fast  merchant 

» See  Cruiser  and  Transport  Organization  Sheet  in  appendix. 


156    HISTORY  OF  TRANSPORT  SERVICE 

convoys  from  the  Port  of  New  York,  and  continued  in 
the  work  of  escorting  medium  speed  merchant  convoys 
out  of  New  York  and  Ne^-port  News  at  regular  8-day 
periods.  With  the  advent  of  enemy  submarines  on  our 
coast,  the  previous  exacting  duties  of  the  cruisers  were 
increased  by  the  necessity  of  escorting  transports  from 
NcTv^ort  News  to  the  rendezvous  at  sea  with  the  New 
York  section  of  the  group. 

The  cruiser  was  the  shepherd,  so  to  speak,  of  the  con- 
voy, and  the  enemy  was  always  watching  for  one  ship 
to  straggle  or  stray  the  least  bit  from  the  flock,  which 
meant  the  torpedo  and  the  gun  for  the  laggard.  Almost 
invariably,  disaster  overcame  the  lone  ship.  A  most 
striking  case,  in  point  is  that  of  the  Ticonderoga.  (See 
page  195.)  There  the  cruiser  Galveston  had  a  large  group 
of  slow  steamers  to  care  for,  and  in  looking  out  for  the 
many  her  efforts  to  save  the  one  were  not  successful. 

In  addition  to  escorting  hundreds  of  thousands  of 
troops  and  hundreds  of  cargo  vessels,  these  cruisers 
maintained  their  regular  schedules  of  target  practice  and 
drill,  preparing  for  battle  and  training  thousands  of  men 
of  all  ratings  for  transfer  to  newly  commissioned  ships. 

Not  only  did  the  cruisers  distinguish  themselves  by 
their  navigation  and  seamanship  under  most  difficult  con- 
ditions, special  mention  should  also  be  made  of  their 
noteworthy  engineering  performances. 

The  long  voyages  nearly  across  the  ocean  and  return 
without  a  stop  were  accomplished  only  by  rigid  econ- 
omy in  the  use  of  coal  and  water,  and  by  keeping  boilers, 
engines  and  machinery  in  tip-top  condition.  It  was  nec- 
essary to  take  on  board  as  much  coal  as  could  possibly 
be  taken  on  deck  and  in  the  fire  rooms  in  addition  to  their 
bunker  capacity  quantities  amounting  to  about  200  to 
500  tons,  varying  for  different  ships,  enough  to  take  them 
500  to  1,000  miles  before  starting  on  their  bunker  supply. 


I'.  S.  S.    "sAN    l)li:(l(),""   SINK    ItN     CKHMAN     Mrsi: 


Srr^IAIlINF.    DIVISION    F.IflTIT    OPKRATINr.    WI'I'II     TIIAXSPORT   FOUCr 
IN'    TIIAII  IX(i    CONVOYS    rno-NI     NKW    V(»ltK     VNI)    NOIII'OI.K 


r.  S.  NAVAI.  OFFICERS  EXAMINING  A 
GERMAN  .■MINE  PICKF.I)  IP  OFF  THE 
AMF.RICAN   COAST 


SIIEI.I,    HITS    OK     U.    S.    S.    0-(i    IN    ONE 
MINUTE  OF  FIHING  BY  THE  AMERICAN 
STEAMER   "MUSKATINe"   AT  A   RANGE 
OF  iOOO  YARDS,  IN    AUGUST,    1918 


E-2  MAKING  A  PERISCOPE  OBSERVATION  AT  SLOW  SPEED.     WHITE  SPOT 
IN   FRONT  OF  PERISCOPE   IS  SEA  PLANE  RECOGNITION   MARK 


^^^^Y. 

'  ""^M- 


SEA   I'l.AVE   VIEW   OF  SCUM  AHI V  K    FIRING    A  TORPEDO 


MAKING   PASSAGE.     U.   S.   SUBMARINE  EN    ROUTE  TO  AZORES 


d-^t^SWlm... 


"SF'"* 


1 

1 

IP 

THE  DECK  OF  A 
U-BOAT 


SEA  PLANE  VIEW  OF 
SUBMARINE  ON 
THE  SURFACE 


FORECASTLE  OF  A 
U-BOAT 


THE   I'-lll    AT   17    KNOTS,   WITH    AN    AJIERICAN    CREW   ABOARD. 
THE  TYPE  OF  GERMAN  SUBMARINE   WHICH   OPERATED 
ON   THE   ATLANTIC  .SEABOARD 


SIRVIVORS   FROM    A   TORPEDOED  VESSET,   AFT.OAT  IX    AX   OPEX    ROAT 
WITHOI'T  FOOD  OR    WATER.     PHOTOGRAPHED  BEFORE 

resctt:  FRO>r  a  sea  plane 


..^    .,'..•  ^^5 


iiiE   E-2  TKAir.ixc.  THE  .sciiooM;it   "in.ivEiiv"     (\.   i>i:((iv   siiii 

IV    AX  EFFORT  TO   IMEET  THE   ENE>IV 


THE  WORK  OF  THE  CRUISERS      157 

Even  then,  during  the  turbulent  winter  months,  there 
were  many  times  of  great  anxiety  before  the  ships  got  in. 
The  Seattle  had  to  put  into  Halifax  on  one  occasion  in 
a  fierce  gale  with  only  150  tons ;  but  the  St.  Louis,  per- 
haps, had  the  closest  call  of  all  when  she  arrived  at 
Hampton  Roads  with  only  10  tons  in  her  bunkers. 

Continuous  cruising  required  that  the  work  of  over- 
haul and  repair  to  machinery  and  boilers  be  done  al- 
most entirely  by  the  ships'  crews,  Wliere  all  did  so  well, 
it  is  perhaps  hardly  fair  to  mention  one,  but  the  Hunting- 
ton may  be  cited,  as  an  example.  From  May  13,  1917, 
to  December  29,  1918,  she  steamed  71,391  miles;  the 
total  number  of  hours  under  way  was  6,455 ;  44,459  tons 
of  coal  were  consumed ;  and  during  this  entire  period  of 
war  service  no  work  was  done  to  the  machinery  in  the 
Engineer  Department  by  outside  service.  That  was  a 
most  creditable  record  in  upkeep  and  performance. 

Our  cruisers  were  also  assigned  to  patrol  duty  and 
sent  on  various  special  missions.  They  were  always  on 
the  alert  to  answer  a  call  for  assistance  whether  ashore 
or  afloat,  and  at  the  time  of  the  Halifax  disaster  our 
shijos  were  amongst  the  first  to  the  rescue. 

Rochester  action  against  u-boat 

The  cruisers  were  the  ocean  escort  and  as  has  been 
pointed  out  their  chief  duty  was  to  shepherd  their  con- 
voys, guard  them  against  raider  attack,  and  against  gun 
attack  by  U-boat  cruisers  on  the  surface.  Their  deep 
draught  and  size  made  cruisers  a  good  target  for  enemy 
torpedoes  and  it  was  a  risky  business  for  them  to  attempt 
the  tactics  used  by  light  draught,  quick-turning  destroy- 
ers. The  absence  of  the  latter,  however,  sometimes  re- 
quired that  the  cruisers  take  the  risk  in  order  to  guard 
slow  moving  freight  ships.    As  an  instance  may  be  cited 


158    HISTORY  OF  TRANSPORT  SERVICE 

the  useful  service  of  the  Rochester  when  her  cargo  con- 
voy was  attacked  during  the  night  of  June  25,  1918. 

In  the  evening  of  June  25,  1918,  cargo  convoy  H.  H. 
58,  consisting  of  13  ships — speed  S^A  knots,  disposed  in 
two  lines  of  six  each,  with  the  13th  ship  in  rear  of  the 
center — was  proceeding  Eastward  on  a  zigzag  course  in 
Lat.  55°  40'  N.,  Long.  13°  05'  W.,  about  250  miles  from 
Marlin  Head,  under  escort  of  the  U.  S.  Cruiser  Rochester. 
(Formerly  the  old  New  York  of  the  so-called  Flying 
Squadron  of  Spanish  War  days.) 

The  Rochester,  Captain  A.  W.  Hinds  in  command, 
was  in  station  1,000  yards  ahead  of  the  convoy.  The  sea 
was  smooth,  with  a  light  breeze  from  SE  by  E.  The 
moon  was  practically  full.  The  combination  of  bright 
moonlight  and  twilight  made  excellent  visibility  condi- 
tions for  submarine  attack  and  the  enemy  was  further 
favored  by  the  slow  speed  of  the  convoy.  The  destroyer 
escort  had  not  yet  joined  up. 

At  9.42  P.  M.  the  Atlmitian,  the  "Van"  ship  on  the 
right  flank,  suddenly  opened  fire,  and  at  the  same  time 
a  column  of  water  shot  up  along  her  starboard  side,  fol- 
lowed by  the  dull  report  from  the  exploded  torpedo. 

Captain  Hinds  at  once  ordered  full  right  rudder, 
sounded  to  torpedo  defense  quarters,  rang  up  full  speed 
and  headed  toward  the  submarine.  In  that  latitude  the 
four-hour  night  combined  with  the  bright  moon  and  long 
twilight  made  it  imperative  to  attack  and  drive  the  sub- 
marine down  or  ship  after  ship  might  have  been  picked 
off  at  the  enemy  ^s  convenience. 

The  Navigator,  Lieutenant  Commander  Jules  James, 
U.  S.  N.,  took  his  battle  station  in  the  forward  Crow's 
Nest  to  con  the  ship  for  ramming  and  dropping  depth 
bombs.  As  the  Rochester  turned,  Liser,  a  seaman  look- 
out in  the  Crow's  Nest,  sighted  the  submarine  close  to  the 
Atlanticm  and  30°  on  the  Rochester's  starboard  bow.    He 


THE  WORK  OF  THE  CRUISERS      159 

promptly  pointed  it  out  to  James,  who  at  once  gave  order 
through  the  voice  tube  to  the  helmsman, ' '  Full  right  rud- 
der, swing  30  degrees!"  As  the  ship  was  swinging  the 
submarine  submerged  and  fired  a  torpedo  at  the  Roches- 
ter, then  distant  about  500  yards.  The  wake  of  the  tor- 
pedo was  sighted  on  the  bridge  and  Captain  Hinds  re- 
versed the  starboard  engine  to  full  speed  astern,  thus 
hastening  the  turning  of  the  ship,  with  the  result  that 
the  torpedo  missed,  passing  about  30  yards  ahead. 

In  the  meanwhile  the  Atlcmtian  was  slowly  sinking 
and  her  crew  was  abandoning  ship,  although  her  gun 
crews  continued  to  fire  occasional  shots.  At  10 :00  she 
was  struck  by  a  second  torpedo  and  sank  five  minutes 
later. 

The  Rochester  then  interposed  between  the  subma- 
rine and  the  convoy  and  steered  zig-zag  courses  at  full 
speed.  She  also  signaled  to  Atlcmtian  boats  by  blinker 
light  that  arrangements  would  be  made  to  rescue  sur- 
vivors. At  1:20  a  British  destroyer  was  sighted  and 
having  been  signaled  the  position  of  the  Atlantian  boats, 
she  proceeded  to  their  assistance. 

Lieutenant  Commander  C.  S.  Graves,  U.  S.  N.,  Execu- 
tive Ofiicer  of  the  Rochester,  reported  that  at  11 :12  P.  M. 
a  muffled  explosion  was  heard,  and  at  11:17  a  fire  was 
observed  on  one  of  the  ships  of  the  convoy  which  burned 
brightly  for  about  ten  minutes,  when  it  was  extinguished. 
At  this  time  it  was  dark  and  as  the  convoy  was  in  some 
confusion  Graves  could  not  make  out  on  which  ship  this 
fire  occurred. 

During  the  time  that  the  submarine  was  delayed  by 
the  action  of  the  Rochester,  the  convoy  was  able  to  get 
such  a  lead  that  it  was  not  until  daylight,  when  the  de- 
stroyer escort  was  in  sight,  that  the  submarine  succeeded 
in  again  overhauling  the  convoy.  At  morning  twilight, 
a  torpedo  was  fired  presumably  by  the  same  submarine, 


160    HISTORY  OF  TRANSPORT  SERVICE 

at  the  War  Cypress,  the  rear  ship  on  the  left  flank,  but 
it  missed.  The  Rochester,  which  had  resumed  station 
at  the  head  of  the  column,  again  turned  toward  the  en- 
emy, which  was  sighted  porpoising,  or  awash,  but  before 
the  Bochester  could  clear  the  convoy  to  begin  firing,  the 
submarine  submerged.  Zigzag  course  at  full  speed  was 
taken  up  to  cover  the  rear  and  left  flank  of  the  convoy. 
A  few  minutes  later,  1 :45  A.  M.,  a  second  English  de- 
stroyer joined  as  part  of  the  Eastern  escort,  which  was 
reenforced  to  six  destroyers  by  3:00  A.  M.,  when  the 
Rochester  parted  company  with  the  convoy  and  set 
course  for  Boston. 


CHAPTER  Xn 

CONTACTS  OF  TRANSPORTS  AND  CRUISERS 
WITH  ENEMY  SUBMARINES 

ENGAGEMENT  OF  Pocohontas  WITH  A  SUBMARINE 

Peior  to  May,  1918,  except  for  a  few  isolated  cases,  en- 
emy U-boats  confinecl  tlieir  operations  to  sea  areas 
east  of  the  Azores.  The  destroyer  escorts,  therefore, 
were  in  the  habit  of  rendezvousing  with  troop  laden  con- 
voys in  the  neighborhood  of  Longitude  twenty  degrees 
West;  about  here  they  also  left  the  homeward  bound 
transports  to  make  the  best  of  their  way  unescorted  from 
thence  Westward.  During  the  first  year  of  the  war, 
cruising  in  waters  to  the  Westward  of  the  Azores  was 
comparatively  uneventful,  although  after  the  demonstra- 
tion of  the  U-53,  attacks  had  to  be  looked  upon  as  pos- 
sible at  any  time  or  place  in  the  Atlantic. 

In  the  Spring  of  1918,  however,  contacts  began  to  be 
made  further  West.  Among  the  first  of  these  was  an 
engagement  between  the  U.  S.  Troop  Transport  Poca- 
hontas and  a  U-boat  cruiser  which  in  all  probability  was 
one  of  the  first  headed  for  our  Eastern  seaboard. 

In  the  forenoon  of  May  2,  1918,  the  Pocahontas,  Cap- 
tain E.  C.  Kalbfus,  U.  S.  N.,  commanding,  was  proceed- 
ing Westward  unaccompanied.  The  weather  was  fair 
and  the  sea  smooth  except  for  white  caps.  At  10 :20 
A.  M.,  when  about  1,000  miles  west  of  Brest,  a  large 
U-boat  cruiser  came  to  the  surface  astern,  evidently  hav- 
ing failed  in  an  attempt  to  attack  submerged  with  tor- 
pedoes.  At  a  range  of  about  7,000  yards  she  lay  to  across 

161 


16a    HISTORY  OF  TRANSPORT  SERVICE 

the  transport's  wake  and  immediately  opened  fire  with 
two  high  power  guns. 

The  transport  returned  the  fire  with  her  battery, 
which  unfortunately  consisted  of  old  type  guns  com- 
pletely outranged  by  those  of  the  enemy.  Even  at  ex- 
treme elevation,  the  American  gunners  saw  with  chagrin 
and  disgust  that  their  shells  fell  short,  so  the  Captain 
ordered  full  speed  ahead  and  steered  zigzag  courses. 
The  engine  room  responded  in  fine  shape,  and  soon  the 
ship's  engines  were  making  80  revolutions,  16.7  knots, 
the  highest  speed  she  had  ever  attained  under  German 
management  even  when  new.  The  surface  speed  of  the 
enemy  U-boat  was  estimated  as  15  knots. 

In  the  meanwhile  enemy  shots  were  falling  all  about 
the  transport,  exploding  on  contact  with  the  water  and 
showering  fragments  on  board.  Captain  Kalbfus  re- 
ported that  for  15  minutes  the  ship  was  under  a  heavy 
fire,  high  explosive  shell  falling  close  aboard,  ahead  and 
on  both  sides.  That  no  direct  hits  were  made  seemed 
incredible  as  the  enemy  deliberately  lay  to  and  fired  both 
of  his  guns  rapidly  and  accurately  so  that  fragments 
were  plentiful  on  the  bridge  and  elsewhere. 

At  10:40  fire  slackened  because  of  the  increase  in 
range,  at  11 :20  the  last  shot  was  fired,  falling  far  short, 
and  soon  after  that  the  submarine  disappeared  astern. 
All  ships  were  warned  by  radio.  It  so  happened  that  one 
of  the  recipients  of  this  message  was  the  U.  S.  Cruiser 
Seattle,  then  not  far  away  and  engaged  in  rescuing  a 
disabled  freighter,  the  K.  I.  Luckenbach. 

THE  RESCUE  OP  THE  K.  L  Luckefibach 

The  Seattle  (Captain  De  Witt  Blamer)  had  turned 
over  her  convoy  of  troop  transports  to  the  destroyers  at 
the  sea  rendezvous  in  the  Bay  of  Biscay  and  was  headed 


CONTACTS  WITH  SUBMARINES      163 

"Westward,  when  in  the  morning  of  April  27,  1918,  she 
received  the  following  SOS  from  the  U.  S.  Army 
Freighter  K.  I.  Luckenbach:  "Engines  completely  dis- 
abled. Must  be  towed  to  some  port  for  repairs.  Give 
assistance  as  soon  as  possible.  Position  at  8  A.  M.  Lati- 
tude 46  degrees  26  minutes  North  and  Longitude  23  de- 
grees and  57  minutes  West." 

The  Luckenbach  was  a  little  less  than  200  miles  away 
and  the  Seattle  immediately  went  to  her  rescue.  The 
approach  was  made  with  caution,  the  Luckenbach' s  iden- 
tity being  tested  by  various  codes  to  guard  against  fall- 
ing into  a  submarine  trap.  At  about  4 :00  P.  M.  she  was 
sighted,  but  on  account  of  a  rough  sea  and  southeasterly 
gale,  she  could  not  be  taken  in  tow  until  the  wind  and 
sea  moderated. 

Early  in  the  morning  of  April  28th,  the  tow  line  was 
passed  and  the  Seattle  proceeded  at  a  speed  of  4  knots 
to  the  Westward  in  order  to  get  out  of  the  submarine 
zone.  At  9:30  that  night  the  ten-inch  manilla  tow  line 
parted.  By  daylight  all  was  in  readiness  to  try  again 
and  a  fresh  start  made.  Progress  was  slow,  however, 
and  six  knots  was  the  maximum  speed  that  could  be 
made.  In  case  of  U-boat  attack  the  tow  would  have  been 
at  great  disadvantage  because  of  its  slow  speed  and  in- 
ability to  maneuver.  No  destroyers  were  available  for 
escort. 

On  April  30th,  because  of  shortage  of  coal,  the  Seattle 
had  only  1,200  tons  on  board,  course  was  laid  for  the 
Azores.  On  May  2nd,  the  following  radio  message  was 
received  from  the  Pocahontas,  a  Naval  Transport  of  the 
same  convoy  the  Seattle  had  just  escorted  across:  ** En- 
gaged enemy  submarine  on  surface  11  A.  M.  2  of  May. 
Latitude  46  degrees  25  minutes  North,  Longitude  28  de- 
grees 10  minutes  West.  Gun  range  ten  thousand  yards. 
No  damage." 


164    HISTORY  OF  TRANSPORT  SERVICE 

At  noon,  two  days  before,  the  Seattle  with  the  Liwken- 
hach  in  tow  had  passed  only  42  miles  to  the  Eastward  of 
this  position  and  must  have  missed  contact  with  the 
U-boat  by  a  narrow  margin. 

Good  luck,  however,  continued  to  attend  these  two 
vessels  and  on  the  3rd  of  May  the  Luckenhach  having 
been  transferred  to  two  tugs  from  the  Azores,  was  safely 
taken  to  port  for  repairs,  while  the  Seattle  proceeded  on 
her  way  to  the  United  States. 

THE  Henderson  rams  a  submarine 

On  August  13,  1918,  the  Henderson  was  cruising 
off  our  Atlantic  coast  when,  soon  after  midnight,  the 
ship  passed  through  a  large  oil  slick  which  aroused  some 
suspicion,  but  it  was  not  until  the  next  day  that  it  was 
learned  that  this  oil  came  from  the  tanker  Framk  W. 
Kellogg,  which  had  been  torpedoed  two  hours  previ- 
ously by  an  enemy  U-boat.  For  some  reason  the  Kellogg 
failed  to  send  out  an  SOS. 

Shortly  after  the  Henderson  had  passed  through  this 
oil  at  about  1 :40  A.  M.,  August  14,  1918,  Private  Koy 
0.  Hicks,  Marine  Corps,  stationed  as  a  lookout  in  the 
fore  top,  sighted  a  long  dark  object  on  the  starboard 
bow  about  500  yards  distant  and  coming  straight  for 
the  ship.  This  was  at  once  reported  to  the  bridge  by 
Second  Lieutenant  E.  0.  Bergert,  U.  S.  M.  C,  the  officer 
in  charge  of  the  watch  in  the  foretop. 

At  about  the  same  time,  Junior  Officer-of-the-Deck  En- 
sign R.  McKay  Rush  also  sighted  the  submarine,  and 
Captain  Sayles,  who  was  on  the  bridge,  ordered  right 
nidder,  sounded  general  quarters,  and  headed  for  the 
enemy.  The  submarine  was  maneuvering  to  fire  a  tor- 
pedo, but  the  ship's  prompt  maneuver  frustrated  the 
attack  and  the  U-boat  submerged.    The  swinging  of  the 


CONTACTS  WITH  SUBMARINES     165 

ship  and  the  immediate  diving  of  the  submarine  pre- 
vented the  gun  crews  from  getting  in  a  shot. 

It  was  not  definitely  known  at  the  time  whether  or 
not  the  U-bcat  succeeded  in  getting  under  fast  enough 
to  avoid  the  Henderson's  ram,  but  when  the  ship  was 
next  docked,  it  was  found  that  her  starboard  bilge  keel 
had  been  partly  bent  and  broken.  As  there  is  no  other 
explanation,  it  is  believed  that  this  damage  was  caused 
by  striking  the  conning  tower  of  the  submarine  as  she 
was  in  the  act  of  submerging. 

The  following  excerpts  from  a  subsequent  report  made 
by  Captain  Sayles  after  the  Armistice  is  an  interesting 
sequel  to  this  attack: 

CAPTAIN  SAYLES'  REPOKT 

From  a  statement  made  during  a  casual  con- 
versation recently  held  with  some  French  officers 
in  Brest,  I  learned  that  when  the  surrendered  sub- 
marine U-139  arrived  in  Brest  there  was  a  former 
member  of  her  crew  on  board,  a  mechanic  and  an 
Alsatian  by  birth,  who,  at  his  own  request,  had  been 
interned  with  his  ship. 

This  Alsatian  had  told  the  French  officers  with 
whom  I  was  talking  that  the  U-139  had  encountered 
an  American  transport  off  our  Atlantic  coast,  which 
had  attempted  to  ram  her,  and  had  succeeded  in 
breaking  off  both  periscopes,  so  that  for  the  re- 
mainder of  the  cruise  the  submarine  was  unable  to 
attack  while  submerged. 

This  part  of  the  story  I  verified  by  personally 
inspecting  the  U-139.  Not  only  are  the  periscopes 
broken  but  the  thin  metal  weather  screen  on  the  for- 
ward side  of  the  conning  tower  was  badly  bent  as 
the  result  of  the  collision. 


166    HISTORY  OF  TRANSPORT  SERVICE 

The  following  facts  are  also  known:  That  the 
U-139  made  but  one  cruise,  which  was  to  the  Atlan- 
tic Coast  in  August  and  September,  1918 ;  that  after 
August  14,  1918,  the  U-139  did  not  make  any  fur- 
ther underwater  attacks,  but  was  strangely  occupied 
in  attacking  with  guns  and  bombs  barges,  fishing  and 
sailing  vessels  off  Cape  Cod;  that  on  her  return 
to  Kiel  she  was  laid  up  for  repairs  which  had  not 
been  commenced  up  to  the  date  of  the  Armistice; 
that  the  U-139  was  the  largest  of  German  subma- 
rines and  was  commanded  on  her  only  voyage  by 
Lieutenant  Amauld  de  la  Perriere,  one  of  the  most 
successful  and  enterprising  of  U-boat  Captains,  who, 
upon  his  return,  was  given  command  of  another  boat 
in  which  he  had  just  arrived  off  the  Azores  to  com- 
mence a  new  cruise  when  hostilities  ceased.'* 

There  seems  to  be  evidence  that  the  disabling  of  the 
U-139  can  be  credited  to  the  Henderson  and  perhaps  this 
can  be  fully  established  when  Perriere  can  be  interro- 
gated and  access  had  to  the  German  records. 

CONTACTS   MADE   BY   SHIPS   OF   THE   CRUISER   AND   TRANSPORT 
FORCE  WITH  ENEMY  SUBMARINES 

Space  does  not  permit  a  detailed  narrative  of  all  en- 
counters between  submarines  and  U.  S.  cruisers  and 
transports.  The  official  reports  now  before  me  supply 
convincing  evidence  of  twenty-six  contacts  between  en- 
emy submarines  and  the  ships  in  the  force  under  my 
command  during  the  war. 

In  addition  to  these  there  are  reports  of  many  more 
possible  contacts  in  which  the  evidence  was  of  sufficient 
importance  to  induce  the  commanding  officers  concerned 
to  submit  official  reports.     The  characteristics  of  the 


CONTACTS  WITH  SUBMARINES      167 

U-boat,  the  stealthy  approach,  the  underwater  attack  and 
escape  by  hiding  made  it  difficult  at  the  time  to  get  com- 
plete data.  Doubtless  there  were  many  attacks  in  which 
torpedoes  missed,  perhaps  by  a  narrow  margin,  without 
periscope  or  torpedo  being  seen.  On  the  other  hand 
there  were  also  countless  false  alarms  wherein  disturb- 
ances in  the  water  made  by  fish,  tide  rips,  floating  spars, 
or  other  cause,  were  reported  as  possible  periscopes  or 
torpedo  wakes.  One  Captain  remarked  that  on  the  first 
voyage  made  by  his  ship,  judging  from  the  periscopes 
sighted  by  the  lookouts,  there  must  have  been  a  picket 
fence  of  submarines  stretched  across  the  Atlantic. 

It  would  be  hard  to  say  what  percentage  of  these  pos- 
sible attacks  were  bona  fide.  Perhaps  when  access  is 
had  to  the  enemy  files  and  all  data  is  carefully  collated 
showing  where  the  various  enemy  submarines  were,  at 
the  times  of  the  reported  attacks,  a  fairly  accurate  esti- 
mate can  be  made,  but  even  then  there  will  be  no  way  of 
verifying  the  attacks  made  by  the  submarines  which 
never  returned  to  port. 

Notwithstanding  the  incompleteness  of  the  data  now 
available,  the  following  table  is  of  interest  as  a  conserva- 
tive indication  of  the  effort  of  Germany  to  stop  the  flow 
of  our  troops  to  France.  This  table  includes  only  those 
reported  contacts  of  which  there  is  convincing  evidence. 

Date  Reporting  Ships  Remarks 

10:15  P.M.  De  Kalb  Attack  defeated  by  gun  fire  and 

June  22,  1917      Havana  maneuver. 

Seattle 

Wilkes 

Fanning 

1 :30  P.M.  Cummings  Cummings  attacked  with  depth 

June  26,  1917       Birmingham  bombs.     Debris  indicated  that 

Lenape  submarine  was  damaged. 

Wadsworth 


168    HISTORY  OF  TRANSPORT  SERVICE 


Date 

Reporting  Ships 

Remarks 

10:00  A.M. 

Kanawha 

Torpedo  narrowly  missed  Luck- 

June 29,  1917 

Edward  Luckenbach 

enbach.      Attack  defeated  by 
gun  fire  and  maneuver. 

6:48  A.M. 

Antilles 

Antilles  sunk. 

Oct.  17,  1917 

Henderson 
WiUehad 
Corsair 
Alcedo 

9:25  A.M. 

Finland 

Finland  sunk. 

Oct.  28,  1917 

Beauford 

City  of  Savannah 

Smith 

Lamson 

Preston 

Flusser 

Corsair 

Wakiha 

Alcedo 

11:45  A.M. 

Mallory 

Attack  defeated  by  gun  fire  and 

April  4,  1918 

Mercury 
Tenadores 

maneuver. 

11:00  A.M. 

Pocahontas 

Attacked  by  U-boat  cruiser  on 

May  2,  1918 

the  surface.    No  damage. 

8:57  A.M. 

President  Lincoln 

President  Lincoln  sunk. 

May  31,  1918 

Susqueharma 

Antigone 

Rijndam 

7:16  P.M.  GMT  Leviathan 
June  1,  1918        Nicholson 


11:28  A.M. 
June  16,  1918 


Princess  Matoika 


Submarine  sighted  on  Levia- 
than's starboard  quarter  distant 
about  1,000  yards.  Leviathan 
opened  fire  and  Nicholson  saw 
periscope  and  dropped  depth 
bomb  barrage. 

Periscope  sighted  100  yards  on 
port  quarter.  Attack  frustrated 
by  gun  fire  and  maneuver.  Gun- 
nery Officer  reported  that  the 
second  shot  probably  hit  the 
periscope. 


CONTACTS  WITH  SUBMARINES     169 


Date 

11:40  A.M. 
June  18,  1918 


Reporting  Ships 
Von  Steuben 


Remarks 

Enemy  U-boat  having  sunk  the 
Dwinsk  an  Army  cargo  vessel 
used  latter's  survivors  in  boats 
as  a  decoy.  Fired  torpedo  at  the 
approaching  Von  Steuben.  At- 
tack was  defeated  by  gun  fire 
and  maneuver. 


4:10  P.M. 

June  18,  1918 


Tenadores 


Periscope  sighted  1,500  yards 
distant  on  port  quarter.  At- 
tack frustrated  by  gun  fire  and 
maneuver. 


9:42  P.M. 
June  25,  1918 


9:15  P.M. 
July  1,  1918 


11:25  A.M. 
July  19,  1918 

1:13  P.M. 
July  20, 1918 


6:32  P.M. 
Aug.  13,  1918 


Rochester 
Atlantian 
Convoy  HH  58 


Covington 

Geo.  Washington 

De  Kalb 

Dante  Alighieri 

Rijndam 

Princess  Matoika 

Little 

Porter 

Smith 

Read 

San  Diego 


Kroonland 


Pastores 


9:42  P.M.  Atlantian  began  firing 
to  starboard  and  about  the  same 
time  was  struck  by  torpedo. 
Torpedo  passed  30  yards  ahead 
of  Rochester's  bow.  Same 
avoided  by  maneuver.  10:05 
P.M.  Atlantian  hit  by  second 
torpedo  and  sunk. 

Covington  sunk. 


San  Diego  sunk  by  a  mine  laid 
by  enemy  submarine. 

Periscope  sighted  on  port  quar- 
ter about  800  yards  distant 
bearing  two  points  forward  of 
port  beam.  Attack  frustrated 
by  g'on  fire  and  maneuver. 

First  indication  of  submarine 
was  a  splash  about  2,500  yards 
on  the  starboard  quarter  fol- 


170    HISTORY  OF  TRANSPORT  SERVICE 


Date 


Reporting  Ships  Remarks 

lowed  by  the  report  of  a  gun. 
With  glasses  a  large  enemy  sub- 
marine could  be  seen  lying 
awash  athwart  Fastores'  course 
6  or  7  miles  distant,  a  Uttle 
on  the  starboard  quarter  and 
engaged  with  two  guns,  appar- 
ently* 6  inch.  About  fifteen 
shots  were  fired,  none  coming 
closer  than  1,500  yards.  Pas- 
tores  fired  nine  rounds  but  was 
outranged,  the  shots  faUing 
2,000  yards  short.  Submarine 
disappeared  and  Pastores  con- 
tinued on  course. 


1:40  A.M. 
Aug.  14,  1918 

8:30  A.M. 

Aug.  21,  1918 


Henderson 


Orizaba 
Siboney 


6:52  P.M.  Ship's  Pastores 

Time  Wilhelmina 

10:52  GMT  Hull 

Aug.  23,  1918 


Henderson  attempted  to  ram 
submarine  and  probably  dam- 
aged same. 

Submarine  sighted  in  act  of  sub- 
merging. Orizaba  attempted  to 
ram.  Also  dropped  depth  bomb. 

Attack  probably  frustrated  by 
zigzag.  Wilhelmina  tried  to 
ram;  Pastores  fired  one  shot. 
Hull  dropped  depth  bombs. 


Between  22  and  North  Carolina  Gun  fire  of  North  Carolina  and 

23  hours  GMT  BraziUan  S.  S.  S.  Sobrol  Sobrol  and  maneuver  frustrated 
Aug.  26,  1918      De  Kalb  attack. 

Group  No.  58 


12  P.M.  GMT     U.  S.  S.  Zeelandia 
Aug.  31,  1918 

(about  dusk  in 

W.  Atlantic) 


9:00  P.M. 
Sept.  1,  1918 

7:37  A.M. 
Sept.  5,  1918 


Wilhelmina 

Pastores 

Mount  Vernon 
Agamemnon 
6  Destroyers 


Attack  frustrated  by  zigzag. 
Submarine  broke  surface  show- 
ing conning  tower  at  about  200 
yds.  just  forward  of  port  beam. 

Torpedo  narrowly  avoided  by 
maneuver  of  Wilhelmina. 

Mount  Vernon  torpedoed  but 
reached  port. 


CONTACTS  WITH  SUBMARINES     171 


Date  Reporting  Ships 

4:25  P.M.  GMT  U.  S.  S.  Pastores 
Sept.  16,  1918 


Remarks 

Submarine  sighted  on  surface 
about  3  miles  distant  ahead. 
Submerged  before  guns  could  be 
fired.  Attack  evaded  by  ma- 
neuver. 


CHAPTER  Xni 

ORIZABA   DEPTH    BOMB    EXPLOSION— GiJiJ^T     NORTHERN 

COLLIDES  WITH  BRITISH  FREIGHTER  BRINKBURN— 

FIRE  ON  BOARD  THE  HENDERSON 

Orizaba  depth  bomb  explosion 

The  primary  mission  of  transports  was  to  land  safely 
troops  in  France,  but  in  so  far  as  was  consistent  with 
the  g.'''omplishment  of  this  mission  the  doctrine  of  the 
crniser  and  transport  force  was  to  attack  and  destroy 
enemy  submarines  whenever  circumstances  permitted. 
Of  course  it  was  forbidden  to  run  any  unnecessary  risk 
with  troop  laden  ships  nor  was  it  expedient  or  wise  to 
maneuver  a  large  vessel  up  to  a  waiting  submarine  where 
the  chances  of  the  ship  getting  torpedoed  were  compara- 
tively great  and  the  chances  of  harming  the  submarine 
comparatively  small;  but,  notwithstanding,  there  were 
occasions,  especially  after  the  submarines  extended  their 
operations  all  the  way  across  the  Atlantic  to  our  shores, 
when  transports  and  cruisers  were  able  to  use  gun,  depth 
bomb,  and  ram  to  good  purpose,  and  if  in  most  cases  no 
material  damage  was  inflicted,  these  attacking  tactics  at 
least  had  a  wholesome  effect  on  enemy  morale. 

A  large  transport  is  not  as  handy,  however,  in  ma- 
neuvering into  position  to  drop  a  depth  bomb  as  is  a 
quick  turning  destroyer,  and  to  overcome  this  handicap 
Captain  R.  Drace  White,  commandmg  the  Orizaba,  and 
his  executive  officer.  Lieutenant  Commander  W.  P.  Wil- 
liamson, devised  with  most  commendable  zeal  and  re- 

172 


SMOKE  SCREKX   TIIROWX   BV  DESTROYERS   AROUXD 
VERXOX"   AFTER   REIXG  TOHPEDOED.     5  SEPT.    1918 


NO.  2  •>"  (irx  ON  ".■«orNT  vkrvon"  i'o:Mixr,  into  actios 

ON  THE  BIORNlXr.   OF  5  SEPT.   1918 


war  nose  of  german 
torpedo  fouxd  in 
fire-room  of 
"mount  vernon" 


JIOI.E   IN    HULL  OF   "mOUNT  VEHNOx"  CAUSED  BY  Tf)RI'EI)0 


lHK\r    ON    DECK    Oh'  "  .M  (I  I '  N  I     \i;it.\()N"    SIIOIITIV    AITEK    'roHl'EDO 
STRtTt'K,  5  SEl'T.   lf>]8 


ADMIRAI,    GLEAVKS    AND    HIS    FLAG    LIEUTENANT    LAWSON 


u.  s.  s.  "von  steiiben" 


ADMIRAL  r.l.KAVKS  ASTt  STAFF 


I  .  I.  S.      Ill;    K  A  I  II 


ACCIDENTS  ON  TROOPSHIPS        173 

source  a  sort  of  howitzer  for  firing  the  bomb  at  the  sub- 
marine. 

A  Lyle  gun  of  the  type  used  for  throwing  a  shell 
with  line  attached  was  modified  to  throw  a  fifty  pound 
depth  charge.  Both  White  and  Williamson  were  Ord- 
nance experts  and  they  devoted  much  time  and  study 
to  the  development  of  this  howitzer,  which  worked  satis- 
factorily on  their  first  test  when  a  50  pound  depth  bomb 
was  successfully  thrown  about  150  feet. 

On  the  next  voyage,  submarines  were  reported  in  their 
vicinity  and  preparation  was  made  to  use  the  gun  in 
service,  but  it  was  first  decided  to  fire  one  more  test  shot, 
this  time  with  a  somewhat  more  powerful  propellant 
charge. 

When  all  was  in  readiness  for  the  test  Captain  White 
and  Williamson  stood  at  the  piece  as  the  latter  fired  the 
gun.  Something  went  wrong  and  the  bomb  was  pre- 
maturely detonated.  The  explosion  at  once  killed  Wil- 
liamson and  three  men,  S.  T.  Lambert,  oiler,  F.  T.  Mayer, 
baker  2nd  class,  and  A.  K,  Baird,  seaman,  also  wounding 
four  other  officers  and  twenty-two  men,  including  Cap- 
tain White,  who  fell  to  the  deck  with  a  broken  jaw,  broken 
knee  and  three  flesh  wounds. 

In  addition  to  the  loss  of  valuable  lives,  it  seemed 
particularly  hard  that  a  few  days  after  this  regrettable 
accident  the  Orizaba  reported  a  contact  with  an  enemy 
submarine  under  such  circumstances  that  the  submarine 
might  have  been  destroyed  had  the  howitzer  been  in  ef- 
fective service. 

Great  Northern  collides  with  British  freighter 
Brmkhurn 

Throughout  the  war  the  necessity  of  cruising  with- 
out lights  to  prevent  discovery  by  enemy  vessels  intro- 


174    HISTORY  OF  TRANSPORT  SERVICE 

duced  a  risk  of  collision  which  caused  continual  anxiety 
to  those  charged  with  the  navigation  of  onr  transports, 
especially  when  loaded  with  troops.  With  these  war  re- 
quirements under  certain  weather  conditions  the  best  sea- 
manship could  not  always  avert  collisions.  They  had  to 
be  looked  upon  as  a  necessary  hazard  of  war. 

There  were  many  close  shaves  but,  thanks  to  skillful 
ship  handling,  few  disasters  in  the  transport  force,  and 
even  where  colHsions  were  inevitable  the  casualties  and 
damages  resulting  were  not  great.  In  only  one  case  was 
there  loss  of  life  amongst  the  soldier  passengers;  this 
was  when  the  Great  Northern  collided  with  the  British 
steamer  Brinkburn. 

At  midnight  October  2  to  3,  1918,  the  Great  Northern, 
Captain  S.  H.  R.  Doyle,  U.  S.  N.,  commanding,  was  east- 
bound  loaded  with  troops,  in  company  with  her  sister 
ship,  the  Northern  Pacific,  and  the  French  chartered  ves- 
sel La  France,  proceeding  at  171/2  knots,  nearing  the  end 
of  her  voyage.  Rendezvous  with  the  destroyer  escort 
was  to  be  made  that  morning. 

The  last  night  on  the  edge  of  the  war  zone,  before 
joining  the  Eastern  escort,  w^as  always  an  anxious  one. 
This  particular  night  was  unusually  dark,  sky  overcast 
and  air  hazy,  conditions  handicapping  U-boat  attack  but 
at  the  same  time  increasing  navigational  anxieties  by 
making  junction  with  the  destroyers  more  difficult  and 
also  by  increasing  the  likelihood  of  collision. 

In  peace  time,  under  conditions  of  low  visibility,  ships 
in  formation  slow  down,  also  running  lights  are  always 
burning  and  searchlights  frequently  turned  on,  fog 
whistles  are  sounded  and  caution  characterizes  naviga- 
tion. Things  are  different  in  war  and  the  Northern  Pa- 
cific was  proceeding  at  high  speed  without  a  light  show- 
ing, the  eyes  of  her  lookouts  straining  into  the  mist  and 
darkness.    Suddenly  a  dark  form  loomed  up  ahead  and 


ACCIDENTS  ON  TROOPSHIPS        175 

close  aboard.  The  Officer-of-the-Deck  at  once  ordered 
the  rudder  hard  over  but  collision  was  inevitable,  and  a 
moment  later  the  two  ships  crashed  together. 

The  ship  on  the  westerly  course  was  later  identified 
as  the  British  freighter  Brinkhurn  and  it  was  fortunate 
that  she  first  struck  against  a  heavy  gun  foundation  on 
the  starboard  quarter  of  the  Great  Northern.  The 
staunchness  of  this  structure  prevented  serious  damage 
to  the  deck  and  sides.  She  hit  again,  however,  a  few  feet 
further  aft  and  although  with  much  less  force,  the  second 
blow  tore  off  the  side  plating  for  a  distance  of  25  feet, 
ripping  a  great  hole  in  the  Great  Northern's  side.  The 
bow  of  the  Brinkburn  was  crumpled  up  like  paper,  and  as 
she  backed  off  she  left  on  board  the  Great  Northern  part 
of  her  stem,  about  20  feet  of  her  port  bow  plating,  10 
'feet  of  her  starboard  bow  plating,  one  patent  anchor,  and 
25  feet  of  chain  cable. 

Captain  Doyle  immediately  took  charge  on  the  bridge 
of  the  Great  Northern  and  all  hands  went  to  Collision 
Quarters.  Many  thought  the  ship  had  been  torpedoed. 
The  Army  passengers  were  mustered  at  their  Abandon 
Ship  Stations  and  the  crew  proceeded  about  their  duties 
of  saving  the  ship  in  an  orderly  seamanlike  manner. 

The  executive  officer,  Lieutenant  Commander  B.  F. 
Tilley,  U.  S.  N.,  took  charge  at  the  scene  of  the  damage 
and  under  his  direction  the  wreckage  was  cleared  away, 
dead  and  wounded  extricated  and  temporary  repairs  ef- 
fected. This  work  was  done  in  the  dark.  The  ship's 
surgeon.  Lieutenant  Commander  A.  E.  Lee,  and  his  as- 
sistant, Lieutenant  J.  S.  Callahan,  with  hospital  corps- 
men  and  stretcher  men  cared  for  the  wounded.  Eepairs 
at  the  waterline  were  made  by  the  Carpenter's  gang 
under  the  direction  of  Construction  Officer  Lieutenant 
W.  R.  McFarlane  and  Chief  Carpenter's  Mate  G.  S.  West. 
Oil  was  promptly  pumped  from  starboard  to  port  tanks 


176    HISTORY  OF  TRANSPORT  SERVICE 

and  the  ship  listed  to  facilitate  this  work.  So  well  was 
it  accomplished  that  the  Great  Northern  was  able  to  pro- 
ceed at  21  knots  to  her  port  of  destination,  which  she 
reached  without  further  incident. 

It  was  unfortunate  that  the  damaged  compartments 
were  occupied  by  troops,  seven  of  whom  lost  their  lives 
as  a  result  of  this  collision.  Five  of  these,  Charles  R. 
Mason,  late  private,  U.  S.  Army;  Osias  Davidovici,  late 
sergeant,  U.  S.  Army;  Darral  Allman,  late  sergeant, 
U.  S.  Army;  Harry  E.  Weigel,  late  sergeant,  XJ.  S.  Army, 
and  Marrion  H.  Worrel,  late  sergeant,  U.  S.  Army,  were 
killed  instantly  by  the  direct  and  immediate  physical 
effect  of  the  impact,  which  took  place  exactly  where  these 
men  were  sleeping;  John  E.  Ransom,  late  sergeant, 
U.  S.  Army,  died  later  of  injuries  so  received;  and 
Clayton  W.  Searcy,  corporal,  U.  S.  Army,  was  lost  over- 
board, through  the  hole  in  the  Great  Northern's  side, 
made  by  the  collision.  On  the  Brinkhurn  one  man  was 
killed  and  one  man  injured. 

FIRE  ON  BOAED  THE  Eendersofi 

Danger  from  fire  and  internal  explosion  was  an  ever- 
present  menace.  It  speaks  well  for  ship's  guards  and 
also  the  close  su^eillance  maintained  at  the  docks  that 
there  was,  throughout  the  war,  so  little  evidence  of  suc- 
cessful German  plotting  to  destroy  our  ships.  In  the 
rush  of  transport  loading  it  was  no  easy  task  to  scruti- 
nize every  piece  of  cargo  and  lump  of  coal  passed  aboard 
to  see  that  it  contained  no  hidden  explosive  or  infernal 
machine  with  time  device  to  start  a  fire. 

On  board  the  Pocahontas  six  fires  occurred  within  a 
period  of  three  weeks  while  she  was  under  repairs,  but 
all  were  discovered  and  extinguished  before  serious  dam- 
age was  done.    Other  occasional  fires  were  started  in 


ACCIDENTS  ON  TROOPSHIPS        177 

other  transports  but  the  efforts  of  the  plotters  in  this 
direction  were  all  abortive  unless  enemy  agents  had  a 
hand  in  the  Henderson  fire,  which  was  the  only  one  of 
consequence. 

The  transport  Henderson,  Captain  G.  W.  Steele,  Jr., 
sailed  from  New  York  on  June  30,  1918,  and  was  pro- 
ceeding in  a  convoy  of  15  troopships  escorted  by  the 
U.  S.  Cruiser  Frederick,  Captain  W.  C.  Cole,  U.  S.  K, 
Group  Commander,  and  the  destroyers  Calhoun,  May- 
rant,  and  Paul  Jones,  when  S.  J.  Cosick,  EL.  1st  class,  on 
board  the  Henderson,  reported  a  fire  in  a  forward  hold  of 
that  vessel.  The  cause  of  the  fire  was  never  discovered. 
No  one  had  had  access  to  the  hold  since  the  ship  sailed. 

Lieutenant  Commander  W.  C.  Barker,  the  executive 
oflQcer,  was  first  at  the  scene  of  the  fire  and  under  his 
direction  the  crew,  armed  with  fire  fighting  apparatus, 
did  everything  they  could  to  control  and  put  out  the  flame. 
Smoke  helmets,  respirators,  and  wet  towels,  however, 
were  of  no  avail  against  the  heat  and  smoke,  nor  could 
the  flames  be  checked  by  the  numerous  streams  brought 
to  bear.  The  fire  spread  to  store  rooms,  the  electrical 
shop,  carpenter  shop  and  crews'  compartments. 

As  the  fire  approached  the  forward  magazines  the 
sprinkler  safety  device  was  turned  on  and  the  powder 
flooded  to  guard  against  explosion. 

Air  port  gaskets  were  burned  off.  The  ship  settled 
about  8  feet  by  the  head,  due  to  the  water  that  had  been 
poured  into  her  and  this  brought  these  damaged  air 
ports  under  water  with  the  result  that  additional  large 
quantities  entered  the  ship. 

In  the  meanwhile  the  Group  Commander,  Captain 
Cole,  had  directed  the  transport  Von  Steuben  and  the 
destroyers  May  rant  and  Paul  Jones  to  stand  by  the  Hen- 
derson, and  when  it  became  evident  that  the  latter  would 
have  to  return  to  port,  he  directed  the  destroyers  to 


178    HISTORY  OF  TRANSPORT  SERVICE 

transfer  the  800  marines  and  750  Navy  passengers  from 
the  Henderson  to  the  Von  Steuben.  By  working  all  night 
this  transfer  was  completed  at  6 :00  A.  M.  without  mis- 
hap. The  crowded  Von  Steuben  then  proceeded  at  20 
knots  for  France,  while  the  Henderson,  escorted  by  May- 
rant  and  Paul  Jones,  headed  for  Philadelphia. 

All  that  night  and  the  following  day  the  fire  was 
fought.  As  the  list  of  the  ship  exposed  the  damaged 
air  ports,  men  w^ere  lowered  over  the  side  to  batten  them 
dow^l  in  an  attempt  to  limit  the  quantity  of  water  en- 
tering the  vessel.  Pumps  were  kept  going  at  full  capacity 
and  finally  fuel  oil  was  pumped  overboard  to  relieve  a 
situation  which  was  becoming  dangerous.  By  9 :00  P.  M. 
the  list  to  starboard  had  increased  to  14  degrees.  As  the 
ship  was  well  down  by  the  head,  there  was  danger  of 
capsizing  in  case  the  sea  roughened,  so  Captain  Steele 
ordered  150  men  of  the  crew  transported  to  the  Mayrant, 
while  those  remaining  on  board  continued  to  fight  th^ 
fire  and  the  excess  water. 

At  about  4:40  A.  M.  the  next  morning,  July  4th,  the 
wind  freshened  on  the  starboard  bow  and  although  the 
Captain  tried  to  head  to  the  wind  to  prevent  a  sudden 
list  to  the  other  side,  the  ship  suddenly  rose  on  an  even 
keel  and  then  heeled  to  port.  It  was  an  anxious  mo- 
ment as  no  one  could  tell  whether  she  was  going  to  cap- 
size or  not.  Luckily  she  fetched  up  at  22°  to  port  and 
then  steadied  with  a  20°  list.  The  level  of  the  water 
within  the  damaged  part  of  the  ship,  at  this  time,  was 
nearly  even  with  that  outside  and  the  transfer  of  water 
from  starboard  to  port,  accompanying  the  shift  of  list, 
deadened  all  fire  in  the  ship. 

With  the  fire  out,  the  work  of  controlling  the  water 
was  simplified.  During  July  4th  pumps,  handy  billies, 
and  bucket  lines  were  kept  going  at  maximum  capacity 
and  the  ship  began  to  rise,  gradually  tending  toward  an 


1 


ACCIDENTS  ON  TROOPSHIPS         179 

even  keel.  By  nightfall  all  danger  to  the  ship  had  passed. 
The  following  day  she  arrived  at  the  Navy  Yard,  Phila- 
delphia, and  went  into  drydock  for  repairs.  These  were 
speedily  effected,  and  the  Henderson  was  off  again  with 
another  load  of  troops. 


CHAPTER  XIV 

SIDELIGHTS  ON  TRANSPORT  LIFE 
EMBARKING  TROOPS 

In  the  beginning  it  was  attempted  to  conduct  all  troop 
movements  in  secrecy;  the  soldiers  were  taken  from  the 
camps  to  the  docks  and  aboard  ship  as  quickly  and  quietly 
as  possible.  Once  on  board  ship  they  were  kept  in  their 
berthing  compartments  and  not  even  allowed  on  deck 
until  after  the  vessel  had  cleared  port. 

But  as  their  number  multiplied,  speed  in  embarka- 
tion became  a  matter  of  great  moment,  secrecy  was  really 
out  of  the  question;  train  load  after  train  load  of  men 
from  all  parts  of  the  country  were  deposited  in  Hoboken, 
the  Northern  Port,  and  in  Newport  News  or  Hampton 
Eoads,  the  Southern  Port,  from  which  the  transports 
sailed.  No  attempt  was  made  at  concealment  and  the 
transports  passed  out  to  sea  with  troops  on  deck  and 
bands  playing. 

One  rule,  however,  was  preserved  inviolate.  At  Ho- 
boken General  Shanks  and  myself  agreed  that  on  troop 
movement  days  no  one  should  be  allowed  on  the  piers 
who  was  not  in  some  way  connected  with  the  service. 
Against  many  protests  this  rule  was  maintained. 
Friends,  relatives  and  sighteers,  all  had  to  be  barred; 
necessity  required  that  the  troops  should  ha-^  "^he  piers 
to  themselves. 

This  rule  did  not  apply,  however,  to  the  workers  of 
the  Red  Cross  Service.  These  devoted  women  were 
always  on  hand  with  hot  coffee,  sandwiches  and  ciga- 

180 


SIDELIGHTS  ON  TRANSPORT  LIFE    181 

rettes  for  the  "boys,"  most  of  whom  were  leaving  home 
and  country  for  the  first  time — and  some  of  whom  were 
not  to  return.  I  often  thought  what  the  bright,  cheerful 
faces  of  these  devoted  women  must  mean  to  those  home- 
sick youngsters.  Their  work  was  beyond  praise,  for 
there  never  was  a  morning  so  dark  or  a  night  so  cold  as 
to  keep  them  from  their  self-appointed  tasks.  I  believe 
the  rule  was  that  they  were  not  allowed  to  talk  with 
the  men,  but  every  man  knows  that  a  woman's  smile 
at  such  a  time  is  a  benediction. 

It  must  have  been  indeed  with  strange  and  varied 
feelings  that  these  young  men  of  America  stepped  over 
the  gangway  to  embark  on  their  great  adventure.  Thou- 
sands of  them,  of  course,  were  from  inland  and  had  never 
even  seen  blue  water  before. 

Proper  handling  of  thousands  of  strange  men  on  ship- 
board under  the  circumstances  of  submarine  warfare  re- 
quired system  and  organization  to  the  last  word.  Quick 
tum-arounds  were  a  feature  of  our  Naval  transports, 
and  their  record  of  men  carried  per  month  is  indeed  a 
marvelous  one. 

A  ship  being  ready  to  receive  troops,  all  gangways 
were  rigged  and  at  the  end  of  each  was  stationed  a  Naval 
officer  with  cards  and  tickets  on  which,  in  concise  form, 
were  printed  instructions  for  each  trooper;  where  he 
slept,  where  he  ate,  his  abandon  ship  station,  and  the 
rules  he  must  observe.  The  soldiers  then  marched 
aboard  in  steady  and  continuous  lines  over  all  gangways. 
As  they  reached  the  deck  they  were  met  by  sailors  who 
conducted  them  to  their  berthing  compartments  and 
showed  them  their  assigned  bunks  according  to  their  re- 
spectively numbered  tickets.  In  order  to  avoid  conges- 
tion while  embarking,  soldiers  immediately  climbed  into 
their  bunks  and  remained  there  until  the  compartment 
was  filled. 


182    HISTORY  OF  TRANSPORT  SERVICE 

A  compartment  having  been  filled,  each  man  in  his 
bunk,  the  next  step  was  to  stow  rifles  and  haversacks 
and  to  learn  the  prescribed  routes  with  the  rules  of  the 
road  for  using  them  to  reach  wash  rooms,  mess  halls,  and 
abandon  ship  stations.  In  this  way  thousands  of  men 
could  be  embarked  in  the  short  space  of  one  hour,  and 
the  soldiers  at  once  plunged  into  ship  routine,  which  had 
to  begin  immediately  in  all  its  varied  phases. 

In  the  meanwhile,  the  executive  officer  of  the  ship 
conferred  with  the  commanding  officer  of  troops  and  his 
assistants,  explaining  to  them  their  administrative  duties 
aboard  ship.  Details  having  been  made.  Naval  officers 
instructed  Army  officers  assigned  respectively  to  guard, 
lookout,  police,  and  commissary  duty.  Sentries  were  at 
once  posted  throughout  the  ship,  patrols  established,  and 
the  policing  and  messing  details  put  to  work. 

With  the  submarines  operating  on  this  side  it  was 
necessary  to  have  abandon  ship  drill  before  clearing  Am- 
brose Channel.  For  the  average  soldier  the  first  forty- 
eight  hours  on  board  a  transport  constituted  probably 
the  busiest  and  most  unusual  period  of  his  life. 

ABANDON   SHIP  DBILL 

Abandon  ship  drill,  or  ''drowning  drill,"  as  the  men 
called  it,  was  a  continuous  performance  until  the  sol- 
diers learned  to  go  quickly  and  quietly  to  their  stations 
on  deck,  both  by  day  or  in  pitchy  darkness,  at  the  sound- 
ing of  the  emergency  signal. 

It  was  the  duty  of  the  Naval  men  to  rig  out  and  lower 
all  boats  and  rafts.  Experience  had  taught  that  in  sav- 
ing life  the  main  thing  was  to  get  all  the  floating  equip- 
ment in  the  water  and  clear  of  the  ship's  side.  The 
soldiers,  each  one  wearing  a  life  belt,  could  then  go  down 
the  rope  ladders,  generously  distributed  along  the  ship's 


SIDELIGHTS  ON  TRANSPORT  LIFE    18^ 

side,  and  man  their  assigned  boats  or  life  rafts.  All 
transports  carried  an  excess  percentage  of  rafts  so  that 
in  case  half  of  the  boats,  due  to  list  of  the  ship  or  other 
cause,  could  not  be  lowered,  there  would  still  be  enough 
floating  equipment  for  all  hands.  Sailors  were  also  de- 
tailed to  lower  rafts  over  the  side,  and  one  or  two  were 
assigned  to  each  raft,  to  take  charge  in  the  water  and 
rig  the  tow  line  to  be  passed  from  the  rafts  to  the  boats. 

An  amusing  incident  about  *' drowning  drill"  was 
observed  on  board  a  certain  ship.  A  colored  trooper 
had  been  sitting  on  a  big  Carlin  raft  for  several  hours ; 
when  told  to  go  below,  he  replied,  *'No,  sah,  my  Capt'n 
give  me  dis  heah  ticket  what  reads  foah  dis  raft,  and 
I  ain't  goin'  to  leave  it,"  and  there  he  remained,  pos- 
sibly with  the  momentary  expectation  of  being  torpedoed. 

The  Naval  crew  was  also  detailed  to  take  charge  in 
any  emergency,  such  as  fire  or  collision,  in  which  case 
spldiers  were  to  stand  fast  and  give  the  Naval  men  gang- 
way to  carry  out  their  duties. 

On  approaching  danger  zones  all  hands  were  kept 
on  deck  as  much  as  possible,  day  and  night.  Every  man 
was  impressed  with  the  necessity  of  constituting  him- 
self an  individual  lookout  and  to  report  immediately 
the  sighting  of  any  suspicious  object  or  condition  in  the 
seas.  In  submarine  areas  reveille  was  one  hour  before 
daybreak,  in  order  to  have  all  hands  alert  during  the 
twilight  period,  which  was  most  favorable  for  submarine 
attack. 

Each  of  the  army  personnel  was  served  out  a  life 
preserver  when  he  embarked,  and  in  the  danger  zone  was 
required  to  wear  it  or  keep  it  constantly  at  hand  day 
and  night.  Those  detailed  to  abandon  ship  on  rafts  car- 
ried two  navy  emergency  rations  and  every  man  carried 
a  full  canteen. 

The  rafts  were  designed  to  keep  the  men  clear  of 


184    HISTORY  OF  TRANSPORT  SERVICE 

the  water,  but  in  actual  practice  they  served  as  a  buoy 
or  marker  to  which  people  could  cling  while  awaiting 
the  rescue  boats.  All  men  were  provided  with  life  belts 
and  the  rafts  were  particularly  useful  in  facilitating  the 
work  of  rescue  by  gathering  the  men  together  in  groups. 
To  pick  up  a  large  number  of  scattered  swimmers  would 
be  a  lengthy  and  almost  impossible  task,  especially  by 
night.  The  rafts,  in  most  cases,  were  shaped  like  elon- 
gated doughnuts,  were  in  sets  of  three  or  four  different 
sizes  so  that  they  nested  one  within  another  for  stowage 
about  decks.  The  outside  circumference  of  the  rafts  was 
fitted  with  grab  lines  sufficient  to  permit  from  thirty  to 
sixty  men  to  hold  on  if  closely  gathered  together.  In- 
side the  raft  was  stretched  a  net  which  prevented  ex- 
hausted men  from  getting  adrift  even  if  they  temporarily 
lost  hold  of  the  grab  ropes.  A  sufficient  number  of  boats 
for  all  hands  could  not  possibly  be  carried  by  transports, 
but  there  were  always  enough  boats  to  accommodate  the 
feminine  war  workers,  and  the  sick  and  wounded. 

All  life  boats  were  provided  with  the  following  outfit 
securely  lashed  inside  the  boats:  sails  and  spars;  boat 
bucket  for  bailing;  edible  emergency  rations;  breakers 
of  water;  one  heaving  line  with  small  life  preserver  on 
end;  one  set  of  oars  and  two  spare  oars,  row  locks  with 
lanyards;  one  first  aid  package  including  tourniquet; 
one  water-tight  package  of  calcium  phosphide ;  one  boat 
hatchet;  one  oil  tank  and  two  oil  bags;  one  compass; 
Coston  signals ;  safety  matches ;  oil  lantern  trimmed  and 
filled. 

In  the  danger  zone  life  boats  were  kept  lowered,  if 
practicable,  to  the  rail  of  an  open  deck  at  sufficient  height 
to  protect  them  from  the  sea. 

For  each  boat  there  were  detailed  a  naval  officer,  or 
a  naval  petty  officer,  and  six  of  the  naval  crew,  and  this 
boat  officer  commanded  in  all  matters  pertaining  to  low- 


SIDELIGHTS  ON  TRANSPORT  LIFE    185 

ering,  taking  on  board  army  passengers,  handling  and 
directing  the  movements  of  the  boat  after  it  was  in  the 
water. 

The  Navy  personnel  was  impressed  that  the  Army 
passengers  were  in  their  keeping  and  that  their  first  duty 
was  to  provide  for  the  safety  of  the  men  in  khaki. 

Of  course,  it  was  not  pleasant  for  Army  men,  used 
to  lots  of  room,  to  be  crowded  in  what  seemed  to  them 
stuffy  holes  and  to  be  continually  hounded  by  irksome 
submarine  precautions,  such  as  carrying  life  preservers 
and  filled  canteens,  daily  abandon  ship  drill,  no  lights, 
no  matches,  ''You  can't  stay  here,  you  must  go  there," 
but  they  knew  it  was  only  for  the  few  days  in  transit 
and  they  took  their  temporary  inconveniences  in  excel- 
lent heart,  appreciating  that  it  was  all  for  their  good 
and  safety. 

The  soldiers  had  big  things  to  look  forward  to  on 
the  other  side  and  Navy  men  in  the  transport  service 
regarded  them  with  envy.  Transport  life  was  irksome 
in  many  ways,  with  nothing  to  look  forward  to  except 
the  possibility  of  receiving  a  'Hin  fish"  in  the  ribs,  per- 
haps a  glimpse  of  a  periscope,  a  few  shots,  some  depth 
bombs  dropped  (result  unknown) ;  but  never  a  chance 
for  a  real  stand-up  fight. 

With  the  Transport  Service  it  was  the  same  old  story. 
The  anchor  dropped  in  an  eastern  port;  troops  disem- 
barked; cargo  booms  rigged;  lighters  came  alongside; 
winches  and  whips  began  discharging  cargo, — ^night  and 
day  the  work  continued.  Then  as  soon  as  the  ship  was 
emptied  and  the  wounded  and  other  passengers  received 
on  board,  it  was  up  anchor,  out  lights,  abandon  ship  drill, 
etc.,  etc.,  over  and  over  again. 

There  was  no  growling,  however,  and  although  there 
was  little  chance  for  glory,  there  was  some  satisfaction 
in  the  knowledge  that  the  Navy  Transport  Service  was 


186    HISTORY  OF  TRANSPORT  SERVICE 

taking  an  indispensable  part  in  rendering  our  army  ef- 
fective. 

TROOP   MESSING 

The  problem  of  messing  a  large  number  of  troops 
was  given  careful  attention  because  it  was  essential  that 
they  be  fed  rapidly  and  also  well.  The  decision  was 
reached  that  the  most  practical  method  was  somewhat 
similar  to  a  continuous  cafeteria  style.  Large  ten-gal- 
lon aluminum  containers  were  installed,  and  serving 
tables  were  especially  constructed  so  that  as  the  lines  of 
troops  marched  in  one  door  of  the  mess  room  and  filed 
by  the  serving  tables,  each  man's  out-held  field  mess  kit 
was  filled. 

The  soldiers  then  passed  on  to  high,  narrow  mess 
tables  on  which  they  could  set  their  kit,  while  standing; 
up.  As  each  man  finished  eating,  he  left  the  mess  room 
by  another  entrance,  near  which  washing-troughs  with. 
hot  water  were  provided  for  them  to  wash  their  kits.. 
If  a  man  felt  that  he  needed  or  wanted  a  "second"  he; 
fell  in  at  the  end  of  the  line  again  and  got  it. 

The  galley  arrangements  as  originally  installed  for 
passenger  service  were,  of  course,  entirely  inadequate 
for  cooking  enough  food  for  the  large  number  of  troops 
carried,  so  batteries  of  steam  jacketed  kettles  were  in- 
stalled together  with  large  numbers  of  80-gallon  coffee 
urns  in  which  large  supplies  of  well  cooked  food,  coffee, 
tea  or  cocoa,  could  be  prepared  quickly  for  the  hungry 
soldiers. 

On  most  of  the  ships  enough  fresh  meat  was  carried 
for  all  hands  on  the  trip  East,  and  for  a  few  days  in 
port;  but  the  ship's  company,  officers  and  crew,  became 
all  too  well  acquainted  with  the  good  old  standby, 
"canned  corned  beef,"  on  the  trip  home. 

To  supply,  on  board  the  George  Washington,  for  ex- 


SIDELIGHTS  ON  TRANSPORT  LIFE    187 

ample,  some  seven  thousand  souls  their  daily  bread 
necessitated  the  installation  of  bread-making  machinery 
far  in  excess  of  the  original  plans  of  the  ship,  and  the 
bakery  forces  worked  in  eight-hour  shifts,  twenty-four 
hours  a  day,  turning  out  a  daily  output  of  from  six  to 
seven  thousand  full  loaves  of  A  No.  1  bread.  It  was  good 
bread,  too,  so  good,  in  fact,  that  passengers  on  the  re- 
turn trip  from  France,  accustomed  to  French  war  bread, 
were  under  the  impression  that  they  were  being  served 
cake. 

To  look  out  for  the  personal  wants  of  the  sweet- 
tooths  of  soldiers  and  sailors,  four  canteens  were  in- 
stalled, and  the  quantities  of  candy,  crackers,  cigarettes, 
etc.,  bought  were  astounding.  On  this  ship  {George 
Washington)  during  one  trip,  the  sales,  at  prices  less 
than  in  any  store  ashore  and  as  near  cost  as  change  could 
be  made,  were  between  $45,000  and  $50,000,  and  upon  ar- 
rival in  France  the  unused  candies,  etc.,  were  sold  to  the 
Y.  M.  C.  A.  or  Naval  Store  at  cost. 

By  regulations  the  Commissary  is  called  upon  to  pro- 
vide 180  different  varieties  of  food.  Handling  180  vari- 
eties of  food  in  quantities  that  reach  from  800  pounds  to 
79  tons  speaks  almost  for  itself. 

It  is  a  great  sight  on  board  a  large  transport  to  watoh 
the  almost  unending  lines  of  khaki  file  by  for  their  meals. 
In  spaces  no  larger  than  a  private  dining  room  at 
Sherry's  they  come  by  thousands  upon  thousands,  and 
yet  in  such  perfect  order  that  in  less  than  eighty  min- 
utes seven  thousand  soldiers  have  been  served  to  the 
last  man.  The  khaki  line  seems  limitless,  it  may  seem 
longer  than  that  to  those  in  the  rear,  but  the  coffee  in 
the  big  pots  remains  hot,  the  stew  continues  to  steam, 
and  in  less  than  seven  seconds  each  man  has  his  equip- 
ment piled  with  food.  Perfect  system  and  vast  quan- 
tities of  things  to  eat  is  the  answer. 


188    HISTORY  OF  TRANSPORT  SERVICE 

XT.  s.  s.  Leviathan 

Special  interest  attaches  to  tlie  Leviathan  because  she 
was  the  largest  ship  in  the  world,  and  for  that  reason 
was  most  useful  to  us  as  a  transport. 

Prior  to  the  World  War  the  Leviathan,  then  the  Ger- 
man ship  Vaterland,  had  been  operating  as  a  trans- 
atlantic liner  between  Hamburg,  Cherbourg  and  New 
York.  When  war  was  declared  she  was  interned  at  the 
Hamburg  docks  in  Hoboken,  and  upon  our  entry  into 
the  war  was  seized  and  converted  into  a  Naval  transport. 

The  Leviathan  was  the  only  German  vessel  whose  en- 
gines and  machinery  the  enemy  had  not  deliberately 
damaged,  but  even  so  it  was  found  that  after  her  three, 
years  of  idleness  her  great  turbine  engines  were  in  bad 
condition,  due  to  deterioration.  In  spite  of  the  skill  usu- 
ally attributed  to  the  German  engineers,  it  was,  moreover, 
found  that  these  huge  engines  had  also  suffered  from  in- 
efficiency in  operation.  In  addition  the  piping,  boilers, 
and  auxiliary  machinery  of  all  kinds  were  in  want  of  re- 
pairs. 

Structurally  the  ship  was  in  good  condition  and  she 
required  only  the  alterations  to  Bt  her  for  transporting 
troops,  plus  dry-docking  and  a  thorough  cleaning  inside. 

The  excellence  of  the  Leviathan  as  a  transport  lay  in 
her  great  troop  capacity  and  her  high  speed  of  23  knots. 
Her  great  size  and  draft,  however,  were  a  disadvantage, 
as  they  prevented  her  from  entering  most  of  the  British 
and  Continental  harbors  and  dry-docks. 

On  December  15,  1917,  she  sailed  from  New  York  to 
Liverpool  with  7,250  troops  on  board.  While  at  Liver- 
pool the  ship  was  dry-docked,  and  as  a  result  of  delay 
in  docking  and  undocking  the  ship,  on  this  first  trip,  re- 
mained in  Liverpool  fifty  days.    It  was  necessary  to  dock 


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SIDELIGHTS  ON  TRANSPORT  LIFE    189 

and  Tindock  on  full  moons  as  the  highest  tide  was  re- 
quired to  float  the  ship  over  the  sill. 

During  this  time  the  troop  capacity  was  increased  to 
8,250  and  upon  her  return  to  the  United  States  this  was 
further  increased  to  8,900 — on  March  4,  1918,  she  sailed 
on  her  second  voyage  for  Liverpool,  but  due  to  lack  of 
water,  poor  berthing  and  coaling  facilities  in  that  port, 
she  made  her  future  voyages  to  Brest. 

This  huge  ship  has  a  cruising  speed  of  20  knots,  burns 
800  tons  of  coal  a  day  and  carries  8,800  tons  of  coal.  In 
the  early  summer  of  1918,  with  the  urgency  of  hastening 
our  troop  movement  overseas,  her  troop  capacity  was  in- 
creased to  10,550.  From  December,  1917,  to  November, 
1918,  this  one  ship  safely  transported  more  than  150,000 
troops  to  France. 

There  is  a  story  about  the  Leviathan  which  is  worth 
repeating  here.  On  the  23rd  of  May,  1914,  more  than 
two  months  before  war  broke  out,  the  Vaterland  arrived 
in  New  York  on  her  first  voyage.  She  had  been  adver- 
tised extensively  as  the  biggest  ship  in  the  world,  and 
the  finest.  She  was  commanded  by  a.  Commodore,  and 
had  four  Captains  of  the  German  Naval  Reserve  as  watch 
officers,  etc.  The  occasion  was  celebrated  by  an  official 
luncheon  given  on  board  and  attended  by  the  German 
Ambassador  while  the  ship  v/as  tied  up  at  the  piers  in 
Hoboken.  At  the  time  I  was  Commandant  of  the  New 
York  Navy  Yard  and  was  one  of  the  luncheon  guests. 
During  the  lunch  I  asked  one  of  the  officials  of  the  Ham- 
burg-American Line  how  many  troops  the  Vaterland 
could  carry.  He  replied,  "Ten  thousand,  and  we  built 
her  to  bring  them  over  here."  He  smiled  when  he  said 
it.  I  replied,  *'When  they  come,  we  will  be  here  to  meet 
them,"  and  I  also  smiled. 

The  next  time  I  was  on  board  the  ship  was  three  years 
later ;  she  was  at  the  same  pier,  she  had  a  new  name,  she 


190    HISTORY  OF  TRANSPORT  SERVICE 

was  AjT^ng  the  Stars  and  Stripes,  and  was  being  fitted 
out  to  carry  10,000  American  troops  to  Europe  to  fight 
Germany. 

SPANISH   INFLUENZA  EPIDEMIC 

In  fitting  out  transport  medical  departments,  no  ex- 
pense was  spared  to  make  them  as  near  to  being  real 
hospitals  as  possible.  Each  ship  was  fitted  with  a  sur- 
geons' examining  room,  dispensary,  a  laboratory,  dental 
office,»dressing  room,  operating  room,  special  treatment 
room,  sick  bay  and  isolation  ward.  In  addition  to  these, 
several  dispensaries  and  dressing  stations  were  estab- 
lished throughout  the  ship  for  minor  cases,  which  the 
troop  surgeons  utilized  for  those  patients  not  requiring 
sick  bay  treatment. 

The  Spanish  Influenza  Epidemic  taxed  the  resources 
of  the  transport  medical  departments  to  the  utmost.  Al- 
though every  effort  was  made  to  eliminate  sick  troops  at 
the  gangway,  it  was  inevitable  that  large  numbers  of 
incipient  cases  were  taken  on  board,  and  naturally  the 
crowded  berthing  spaces  favored  contagion. 

As  an  example,  during  the  September,  1918,  trip  of 
the  George  Washington,  although  450  cases  and  suspects 
were  landed  before  sailing,  on  the  second  day  out  there 
were  550  new  cases  on  the  sick  list.  Entire  troop  spaces 
were  converted  into  hospitals.  Strict  regulations  in  re- 
gard to  spraying  noses  and  throats  twice  daily  and  the 
continual  wearing  of  gauze  coverings  over  the  mouth 
and  nose,  except  when  eating,  were  rigidly  enforced. 
The  soldiers  were  kept  in  the  open  air  as  much  as  pos- 
sible, while  boxing  bouts,  band  concerts  and  other  amuse- 
ments on  deck  were  conducted  to  keep  up  morale.  The 
result  was  gratifying  and  the  epidemic  was  soon  under 
control.  Admissions  to  the  sick  list  were  on  a  rapidly 
decreasing  scale  and  although  there  were  131  cases  of 


SIDELIGHTS  ON  TRANSPORT  LIFE    191 

pneumonia  and  77  deaths  before  arrival  in  Brest,  still 
there  were  only  101  additional  cases  for  the  hospital  and 
the  remainder  of  the  troops  went  ashore  cheering  and 
in  fighting  trim. 

Computation  of  final  tabulations  from  all  ships  show 
that  8.8  per  cent  of  troops  transported  during  the  epi- 
demic became  ill,  and  of  those  who  had  either  influenza 
or  pneumonia,  5.9  per  cent  died.  This  gives  an  average 
Army  death  rate  for  the  individual  trips  of  5.7  per  cent 
per  thousand.  Navy  morbidity  rate  was  8.9  per  cent, 
and  Navy  death  rate  1.7  per  cent. 

It  is  believed  that  these  final  statistics  are  highly 
favorable  to  sanitation  on  cruisers  and  transports,  the 
morbidity  and  mortality  being  lower  than  in  camps  and 
civilian  communities. 

During  this  scourge  in  transports  and  cruisers  there 
was  a  total  of  789  deaths,  and  necessity  required  that 
many  of  the  Khaki  and  the  Blue  be  buried  at  sea.  The 
following  description  of  the  ceremony  of  burial  at  sea 
was  written  by  the  Gunnery  Officer  of  the  Seattle,  to  send 
to  the  parents  of  a  seaman  buried  from  that  ship  early 
in  the  war. 

WAE-TIMB   BUKIAL   AT    SEA   FEOM    THE    CRTJISEB   Seattle 

The  armored  Cruiser  Seattle  was  six  days  out  on  her 
third  war  cruise  as  ocean  escort  for  troop  convoy.  News 
travels  quickly  in  a  ship,  and  before  the  morning  muster 
at  quarters  we  all  had  heard  that  one  of  the  crew,  ill 
of  pneumonia,  had  passed  away  during  the  night. 

The  people  of  a  ship  are  thrown  intimately  together 
on  an  ocean  voyage  and,  in  this  case,  war  service  added 
to  the  community  spirit.  The  loss  of  our  shipmate 
touched  us  all.  Little  was  said  but  much  thought  was 
given  as  we  assembled  aft  in  answer  to  the  tolling  of  the 


192    HISTORY  OF  TRANSPORT  SERVICE 

bell  and  the  boatswain's  pipe  of  the  solemn  call,  "All 
hands  bury  the  dead." 

The  service  was  conducted  on  the  starboard  side  of 
the  quarterdeck,  the  official  place  for  ceremonies  in  a 
man-of-war.  The  bier  was  mounted  outboard  and 
draped  with  flags.  Just  inboard  and  forward  stood  the 
escort  under  arms.  Space  was  left  for  the  funeral  party 
to  march  aft  from  inside  the  superstructure. 

At  the  appointed  hour,  the  ship's  company,  number- 
ing about  one  thousand,  ranged  themselves  in  in- 
verse order  of  rank  around  and  abaft  the  turret  guns. 
At  the  rail  was  rigged  the  gangway  over  which  the  body 
was  to  make  its  final  passage  from  ship  to  sea. 

The  flag  was  then  lowered  to  half-mast  and  the  ac- 
companying troopships  in  the  convoy  also  lowered  their 
ensigns  to  half-mast,  thus  joining  in  the  ceremony,  ren- 
dering homage  in  memorial  of  the  Kf  e  given  just  as  truly 
in  service  for  the  cause  as  though  it  had  been  lost  by 
the  blow  of  a  torpedo  or  an  enemy  bullet. 

When  all  was  ready  the  band  played  the  funeral  dirge, 
while  the  body  bearers  with  the  casket,  followed  by  the 
pall  bearers  and  Chaplain,  marched  aft  at  ''slow  time." 
The  escort  came  to  ''present  arms"  and  all  hands  stood 
at  "attention"  until  the  casket  was  placed  on  the  bier 
and  the  dirge  finished. 

The  Chaplain  read  the  church  services.  At  their  com- 
pletion the  band  played  "Nearer,  My  God,  to  Thee." 
Then  all  hands  "uncovered,"  the  escort  again  came  to 
"present  arms,"  the  Boatswain  and  his  mates  piped  the 
side,  and  in  reverent  quiet — exnn  the  ship's  engines  were 
stopped — the  body  enfolded  in  the  Stars  and  Stripes  was 
committed  to  the  deep. 

Three  volleys  of  musketry  were  fired,  and  the  bugler 
ended  the  ceremony  by  sounding  taps.     The  familiar 


SIDELIGHTS  ON  TRANSPORT  LIFE    193 

and  now  mournful  notes  eclioed  in  all  hearts  the  call  to 
the  final  sleep. 

After  a  short  pause  the  Captain  gave  the  word 
''Carry  on."  The  band  struck  up  a  march  and  the 
divisions  went  forward  at  ''quick  time"  to  their  respec- 
tive parts  of  the  ship.  Gun  drills  were  resumed.  Car- 
penters, shipfitters,  blacksmiths,  and  machinists  picked 
up  their  tools.  The  propellers  again  churned  the  water, 
flags  were  masted,  and  the  ship's  work  continued. 

TEAINING  OP  HOSPITAL  COEPSMEN  IN  NEW  YOKK  CITY  DURING 
THE  GREAT  WAR 

The  special  intensive  training  of  Hospital  Corpsmen 
of  the  Transport  Fleet  was  started  in  New  York  in  the 
spring  of  1917.  This  was  largely  made  possible  by  the 
ready  cooperation  and  interest  of  Surgeon  William  Sea- 
man Bainbridge,  U.  S.  N.  R.  F.,  of  the  George  Washing^ 
ton,  and  Captain  Pollock,  from  whose  ship,  the  U.  S.  S. 
George  Washington,  the  first  corpsmen  were  sent  for 
training. 

The  need  for  such  a  course  was  brought  out  clearly 
in  May,  1917,  when  fifty-one  new  medical  officers  just  en- 
tering the  Navy  were  sent  to  New  York  from  the  Navy 
Medical  School  in  Washington,  for  training.  Therefore, 
in  anticipation  of  the  necessity  of  educating  hospital 
corpsmen,  a  canvas  was  made  at  this  time  of  the  hos- 
pitals in  and  about  New  York  City,  to  determine  which 
ones  could  be  best  utilized  for  this  purpose.  There  were 
natural  expressions  of  skepticism  on  the  part  of  the  med- 
ical authorities  interviewed,  as  to  the  benefits  to  be  de- 
rived by  the  corpsmen,  because  of  their  short  stay  on 
shore,  but  they  were  keenly  anxious  to  be  of  help  during 
our  national  crisis.  In  the  beginning  ten  hospitals  agreed 
to  train  the  men,  but  before  the  cessation  of  hostilities 


194    HISTORY  OF  TRANSPORT  SERVICE 

tliere  were  thirty  City,  State  and  Charity  institutions 
(some  took  the  initiative  and  requested  of  us  the  privi- 
lege of  receiving  some  of  the  men)  which  opened  their 
doors  and  gave  instruction  in  the  various  branches  of 
work  as  outlined  by  the  Senior  Medical  Officers  of  the 
ships  from  which  the  men  were  sent.  Practically  all  of 
these  institutions  provided  lunches  gratuitously  for  the 
men. 

In  all,  the  hospital  corpsmen  received  training  along 
the  following  lines :  Dispensary  work,  including  surgical 
emergency;  pharmacy;  general  nursing  work;  elemen- 
taiy  laboratory  work,  such  as  examination  of  sputum, 
blood  count,  etc. ;  Carrel-Dakin  treatment  and  technique ; 
operating  room  work;  dietetics;  first  aid  dentistry;  con- 
tagion ;  anaesthesia ;  X-ray  work,  and  embalming. 

About  1,800  corpsmen  profited  by  this  course.  It  is 
an  interesting  note  that  some  of  them  expressed  the  in- 
tention of  using  it  as  a  basis  for  a  medical  career ;  others 
passed  the  New  York  State  examination  for  licensed  em- 
balmers  and  are  making  this  their  life  work.  Many 
letters  were  received  from  the  corpsmen  in  keen  appre- 
ciation for  all  that  was  done  for  them  and  for  the  con- 
sideration they  received  on  all  sides. 


CHAPTER  XV 

THE  LOSS  OF  THE  U.  S.  S.  TICONDEEOGA 

The  Ticonderoga  was  the  former  German  steamer  Cor- 
milla  Rickners,  interned  at  Manila,  Philippine  Islands, 
seized  by  the  United  States  Government  upon  our  entry 
into  the  war,  and  manned  by  the  Navy  Department. 

She  was  a  single  screw  steel  vessel  of  about  5,500  tons 
displacement,  speed  11  knots,  and  mounting  two  guns, 
a  3-inch  forward  and  a  6-inch  aft.  The  Naval  crew  num- 
bered 16  officers  and  108  enlisted  men,  while  the  Army 
passenger  list  on  her  last  ill-fated  voyage  included  2 
officers  and  114  enlisted  men.  A  grand  total  of  240  men 
on  board,  of  which  there  were  only  11  Naval  and  14  Army 
survivors,  the  ship  and  cargo  being  a  total  loss. 

The  Ticonderoga  sailed  from  New  York  on  Septem- 
ber 22,  1918,  in  a  large  cargo  convoy  of  24  ships  under 
the  escort  of  the  United  States  Cruiser  Galveston.  The 
voyage  was  uneventful  up  to  shortly  after  midnight  of 
September  29th  to  30th,  when,  although  the  speed  of 
the  convoy  was  only  9i/^  knots,  the  Ticonderoga  began  to 
drop  astern,  due  to  her  inability  to  keep  up  steam  because 
of  an  inferior  quality  of  coal. 

The  convoy  was  formed  in  six  columns,  about  600 
yards  apart,  and  the  distance  between  the  ships  in  each 
column  was  about  400  yards.  The  Galveston  was  in  sta- 
tion ahead  of  the  middle  column.  No  lights  were  being 
shown. 

The  night  was  dark,  the  sky  cloudy,  and  it  was  be- 
ginning to  get  misty.  A  moderate  sea  was  running  under 
a  gentle  easterly  breeze. 

195 


196    HISTORY  OF  TRANSPORT  SERVICE 

At  about  2 :30  A.  M.  the  Ticonderoga,  still  dropping 
astern,  lost  siglit  of  the  convoy.  The  low  speed  con- 
tinued for  about  two  and  one-half  hours  and  for  a  short 
time  was  only  3  knots.  By  4 :00  A.  M.,  however,  she  suc- 
ceeded in  picking  up  to  91^2  knots,  and  effort  was  being 
rr;.de  to  rejoin  the  convoy,  when,  at  5:45  A.  M.,  just  be- 
fore daybreak,  visibility  being  about  200  yards,  there 
was  seen  through  the  mist  an  enemy  submarine  bearing 
about  6  degrees  on  the  port  bow.  She  was  lying  nearly 
athwart  the  Ticonderoga' s  course,  apparently  with  en- 
gines stopped. 

Captain  Madison,  who  was  on  the  bridge,  immediately 
rang  up  emergency  speed,  and  altered  course  to  the  left 
to  ram  the  U-boat.  At  the  same  time  the  general  alarm 
for  battle  stations  was  sounded  and  the  forward  gun  was 
ordered  to  fire  at  the  submarine. 

The  enemy  was  on  the  alert,  and  within  30  seconds 
after  being  sighted  fired  a  salvo  of  shrapnel  from  her 
two  six-inch  guns.  At  this  point  blank  range  the  Ger- 
man aim  was  deadly  accurate.  One  gun  was  leveled  at 
the  3-inch  crew  on  the  forecastle  and  the  other  at  the 
personnel  on  the  bridge. 

The  submarine  was  so  close  that  the  3-inch  gun  could 
not  be  pointed  at  it  because  of  the  interference  of  the 
deck,  and  before  the  American  naval  gunners  could  fire 
a  shot,  their  crew  was  swept  down  by  a  hail  of  shrapnel. 
All  of  these  brave  fellows  were  killed  at  their  stations, 
and  their  gun  dismounted  by  the  more  powerful  enemy 
6-inch. 

Upon  sighting  the  Ticonderoga  bearing  down  upon 
her,  the  submarine  at  once  started  ahead,  threw  her  helm 
over,  and  quickly  swung  to  the  left,  thereby  escaping 
being  rammed  by  the  narrow  margin  of  ten  feet.  She 
then  turned  again  to  the  right,  to  cross  ahead  of  the 
Ticonderoga,  and  although  Captain  Madison  inunedi- 


LOSS  OF  U.  S.  S.  TICONDEROGA     197 

ately  shifted  his  helm,  he  did  not  have  quite  enough  speed 
to  reach  the  enemy,  who  managed  to  cross  and  again 
avoid  the  ram,  this  time  by  about  twenty  feet. 

In  the  meanwhile,  the  U-boat  was  creating  havoc  by 
pouring  salvo  after  salvo  of  6-inch  shrapnel  into  the 
American.  The  first  shot  at  the  bridge  set  fire  to  it, 
and  killed  all  the  men  on  it,  except  the  Captain,  Lieu- 
tenant Commander  Madison,  and  Ensign  Stafford,  the 
Navigator.  The  former  was  temporarily  stunned,  how- 
ever, by  wounds  in  the  face  and  shoulder. 

The  next  salvo  smashed  the  bridge  and  steering  gear, 
and  again  wounded  Captain  Madison,  this  time  knocking 
him  off  the  bridge  to  the  next  deck  and  breaking  his  left 
knee  joint. 

It  was  probably  the  third  salvo  which  dismounted 
the  forward  3-inch  gun  and  completed  the  destruction  of 
the  entire  gun  crew. 

While  this  was  going  on,  the  Ticonderoga's  after 
6-inch  gun  had  been  manned  and  was  ready  to  open  fire, 
but  deck  obstructions  prevented  it  being  trained  far 
enough  forward  to  reach  the  U-boat.  The  latter  was 
wary,  and  submerged  while  on  the  starboard  bow  before 
the  after  6-inch  could  be  brought  to  bear. 

About  ten  minutes  later  the  U-boat  appeared  again, 
this  time  two  miles  off  the  starboard  quarter  of  the  Ti- 
conderoga,  and  resumed  shelling  the  American,  for  the 
most  part  with  shrapnel.  The  enemy's  marksmanship 
was  good,  and  the  after  gun  crew  was  badly  cut  to  pieces. 

Although  half  of  them  were  quickly  killed  or  disabled, 
the  survivors  kept  up  a  lively  return  fire,  which  finally 
drove  the  U-boat  under  the  water  again  at  about  6:15 
A.  M.  The  Americans  were  elated  and  thought  a  hit  had 
been  scored. 

During  the  ensuing  lull  in  the  battle  all  hands  turned 
to,  putting  out  the  fire  and  clearing  away  wreckage. 


198    HISTORY  OF  TRANSPORT  SERVICE 

An  early  salvo  had  found  tlie  radio  room,  shattering 
the  apparatus  and  killing  the  operator.  This  prevented 
sending  out  SOS  signals. 

The  executive  ofiQcer,  Lieutenant  Muller,  had  been 
awakened  by  a  shell  bursting  in  his  room.  As  soon  as 
he  recovered  his  faculties,  he  found  everj^thing  on  fire 
about  him,  and  only  made  his  escape  by  dropping  eight- 
een feet  to  the  well  deck. 

He  then  went  forward,  and  seeing  the  bridge  demol- 
ished and  the  3-inch  gun  dismounted  with  its  crew  strewn 
about  it,  he  turned  aft,  and  soon  found  the  Captain, 
propped  up  on  the  after  part  of  the  midship  upper  deck, 
over  the  engine  room,  where,  in  spite  of  his  wounds,  he 
was  conning  the  ship  by  means  of  a  boat  compass,  and 
directing  the  work  of  putting  out  the  fire  and  clearing 
away  the  wreckage. 

Apparently  the  ship  was  not  taking  much  water,  and 
was  still  seaworthy  and  capable  of  being  steered.  Al- 
though the  midship  deck-house  and  bridge  had  been  en- 
tirely burned  away,  the  fire  was  now  under  control. 
Four  boats  had  been  burned,  others  riddled  with  shrap- 
nel, and  the  entire  upper  works  wrecked.  A  large  num- 
ber of  men  had  been  killed  and  wounded.  Lieutenant 
Muller  sent  new  details  aft  to  replace  the  casualties  in 
the  6-inch  gun  and  ammunition  crews,  who  stood  by  ready 
to  open  fire  in  case  the  submarine  reappeared. 

This  happened  about  haK  an  hour  later,  when  the 
U-boat  came  to  the  surface  off  the  starboard  quarter, 
distance  about  3  miles.  Both  sides  again  opened  fire 
simultaneously.  The  submarine  kept  her  decks  awash, 
thus  presenting  a  small  target. 

Not  long  after  the  renewal  of  the  engagement,  a  6-inch 
shrapnel  exploded  near  the  Ticonderoga's  after  gun, 
killing  or  disabling  all  except  three  of  the  crew.  Lieu- 
tenant Ringelman  then  took  station  as  gun  pointer  and 


LOSS  OF  U.  S.  S.  TICONDEROGA     199 

gun  captain  and  the  survivors  continued  to  serve  the 
piece. 

After  the  Americans  had  thus  fired  about  ten  shots, 
the  enemy  scored  another  costly  hit;  this  time  the  shell 
exploded  under  the  gun  platform  causing  the  training 
and  elevating  gear  to  jam. 

After  all  efforts  to  make  repairs  failed,  Lieutenant 
Eingelman,  who  seemed  to  bear  a  charmed  life,  re- 
ported to  the  Captain  that  his  gun  was  out  of  action. 

At  this  time,  the  U-boat,  having  reached  a  favor- 
able position  1,000  yards  off  the  Ticonderoga's  beam, 
fired  a  torpedo  which  struck  and  exploded  just  abaft 
the  engine  room  bulkhead.  This  was  the  coup  de  grace 
and  the  ship  began  to  settle  rapidly. 

After  the  6-inch  gun  was  silenced  the  enemy  closed 
the  range  and  kept  up  her  deadly  fire.  Captain  Madi- 
son, his  ship  a  hopeless  wreck,  and  his  guns  out  of  action, 
finally  ordered  the  engines  backed,  to  take  way  off  the 
ship,  and  prepared  to  lower  the  boats. 

Both  quarter  boats,  filled  with  men,  were  wrecked  by 
the  guns  of  the  submarine  while  in  the  process  of 
launching. 

After  this  disaster  Lieutenant  Eingelman  started  for- 
ward and  found  Captain  Madison  lying  unconscious  on 
the  deck.  He  picked  him  up  and  threw  him  into  a  life 
boat  amidships.  This  boat  was  lowered  into  the  water 
without  further  mishap. 

At  about  7 :45  A.  M.  the  ship  sank,  stem  first,  from  the 
effects  of  enemy  gunfire  and  torpedo. 

The  submarine  then  cruised  around,  picking  up  vege- 
tables from  the  wreckage,  and  finally  went  alongside 
the  life  boat,  and  demanded  the  Captain  and  Chief  Gun- 
ner. The  occupants  gave  incorrect  answers,  saying  that 
these  officers  had  been  killed.  They  had  previously  re- 
moved their  uniforms  to  avoid  capture,    Ensign  Wood- 


200    HISTORY  OF  TRANSPORT  SERVICE 

ard  and  a  soldier  were  summoned  on  board,  and  the 
German  Captain,  Franz,  by  name,  ordered  the  life  boat 
to  tie  up  astern.  As  the  U-boat  started  suddenly  ahead, 
the  life  boat  was  only  saved  from  capsizing  by  the  part- 
ing of  the  tow  line. 

The  submarine  then  went  alongside  a  life  raft  which 
was  crowded,  for  the  most  part  with  wounded  men.  En- 
sign Woodard  and  the  soldier  were  put  off  on  the  raft, 
and  Lieutenant  Fulcher,  the  only  officer  in  unif  onn,  was 
taken  on  board.  Lieutenant  Muller  had  previously  been 
picked  up  out  of  the  water.  With  these  two  officers  the 
U-boat  steamed  away,  leaving  the  wounded  men  in  the 
boat  and  on  the  raft  to  get  along  as  best  they  might. 

After  several  hours  the  life  boat  and  the  life  raft 
were  brought  together  and  five  men  were  transferred 
from  the  raft  into  the  life  boat  by  swimming. 

All  the  men  in  the  boat,  except  one,  were  wounded 
and  unable  to  handle  oars.  Consequently,  the  boat  and 
raft  again  drifted  apart.  Lieutenant  Ringelman  made 
sail  and  tried,  until  darkness  overtook  him,  to  get  back 
to  the  raft,  but  without  success.  How  many  men  were 
left  on  the  raft  is  not  known,  but  all  were  wounded. 
These  poor  fellows  were  never  heard  from. 

After  four  days  of  indescribable  hardship,  the  life 
boat  was  picked  up  by  the  British  steamship  Moorish 
Prince,  and  two  days  later,  all  the  survivors  able  to 
stand  the  physical  strain  were  transferred  at  sea  to  the 
British  ship  Grampian.  Lieutenant  Commander  J.  J. 
Madison,  U.  S.  N.  R.  F.,  and  four  soldiers  remained  on 
board  the  Moorish  Prince.  All  survivors  were  finally 
landed  in  New  York  City. 

Out  of  the  240  persons  on  board  the  Ticonderoga,  11 
Navy  and  14  Army  were  saved.  All  of  the  Naval  sur- 
vivors, except  one,  had  been  wounded.    I  do  not  know 


LOSS  OF  U.  S.  S.  TICONDEROGA     201 

the  exact  figures  for  the  Army  but  most  of  them  were 
probably  wounded  too. 

Lieutenant  Muller  and  Lieutenant  Fulcher  were  taken 
prisoners  on  board  the  submarine,  which  was  identified 
as  the  UK-152,  commanded  by  Captain-Lieutenant  Franz 
of  the  German  Navy.  Lieutenants  Muller  and  Fulcher 
were  repatriated  via  England  by  this  same  U-boat  when 
she  surrendered  after  the  Armistice. 


CHAPTER  XYI 

FOREIGN   TRANSPORTS   IN  U.   S.   CONVOYS— LOSS    OF 
D'TFIA^.S'Z^— ADVENTURES    OF    LIEUTENANT    WHITEMARSH 

rOEEIGN  TRANSPORTS  IIN"  U.  S.  CONVOYS 

Many  foreign  vessels  were  chartered  by  the  United 
States  Government  to  help  carry  our  soldiers  abroad 
and  fifteen  of  these  were  assigned  to  my  command,  be- 
coming practically  a  part  of  the  Craiser  and  Transport 
Force.  They  were  issued  the  same  sailing  directions, 
were  governed  by  our  orders  for  Ships  in  Convoy,  and 
operated  at  sea  under  the  direction  and  supervision  of 
the  United  States  Naval  Group  Commander. 
These  foreign  transports  were : 

Ship  Nationality 

Kursk British 

Czar 

Czaritza " 

Dwinsk " 

Vauban " 

Caserta Italian 

Dante  Alighieri " 

Duca  D'Aosta " 

Duca  Degli  Abruzzi " 

ReD'ItaUa 

America " 

Patria French 

France " 

Lutetia " 

Sobral Brazilian 

To  make  for  smooth  cooperation  and  to  facilitate  the 
communication  of  orders  and  instructions  to  the  for- 
eign Captains,  each  of  these  vessels  carried  a  United 

202 


FOREIGN  TRANSPORTS  IN  CONVOYS  203 

States  Naval  Detachment  consisting  of  one  or  two  offi- 
cers, a  signalman  watch  for  the  bridge  and  a  radio  oper- 
ator watch  for  the  wireless  room. 

The  Senior  United  States  Naval  Officer  on  board,  was 
charged  with  seeing  that  proper  zigzag  courses  were 
steered,  the  ship  darkened  at  night,  nothir^g  thrown  over- 
board that  might  point  the  trail,  gun  crews  trained  and 
alert,  an  adequacy  of  life  saving  equipment  on  board, 
and  necessary  emergency  drills  held  against  torpedo  at- 
tacks, fire,  and  collision — in  short,  to  see  that  proper 
measures  were  taken  to  safeguard  the  soldier  passengers 
and  to  guarantee  that  the  presence  of  the  foreign  ships 
would  not  prove  a  menace  to  the  other  ships  in  the  con- 
voy. • 

The  officers  called  upon  to  perform  this  responsible 
war  time  duty,  were  young  men  of  the  rank  of  Ensign  or 
Lieutenant,  who,  for  the  most  part,  had  not  been  more 
than  a  year  or  two  out  of  the  Naval  Academy.  Less  ex- 
perienced in  the  ways  of  the  sea  and  ships  than  the  Cap- 
tains with  whom  they  served,  they  nevertheless  under- 
stood the  particular  work  in  hand.  Tactfully,  yet  firmly, 
they  performed  their  duties  in  a  thorough  and  officer- 
like manner. 

The  story  of  Lieutenant  Whitemarsh,  Senior  Naval 
Officer  on  board  the  chartered  British  transport  Dwinsk, 
may  well  serve  to  illustrate  our  type  of  Annapolis  grad- 
uates. 

The  morning  Whitemarsh  reported  to  me  for  duty  I 
was  particularly  impressed  with  his  slender  build  and 
youthful  appearance.  I  asked  him  how  long  he  had  been 
graduated  from  the  Naval  Academy.  He  replied,  * '  One 
year,  sir."  ''Do  you  think  you  could  suppress  a  mutiny 
in  a  transport?"  I  inquired,  and  to  this  he  responded, 
"Yes,  sir;  I've  downed  one  and  I  suppose  I  could  an- 
other. ' ' 


204    HISTORY  OF  TRANSPORT  SERVICE 

At  my  request  he  then  modestly  recounted  how  he 
once  boarded  a  schooner  whose  crew  refused  to  get  the 
vessel  under  way ;  how,  vnth.  a  few  men,  he  had  restored 
discipline,  with  the  result  that  the  Master  had  no  further 
trouble  in  getting  his  orders  carried  out. 

I  listened  with  interest,  and  at  the  conclusion  of  his 
narrative  gave  him  his  orders  to  the  Dwinsh,  shook  his 
hand,  and  wished  him  a  pleasant  voyage  and  a  safe 
return, 

THE   Dwmsh   TORPEDOED 

14  Crmse  in  cm  Open  Boat 

The  Dwinsk  sailed  from  New  York  on  May  10,  1918, 

in  company  with  thirteen  other  transports  carrying 
troops,  all  of  whom  reached  France  in  safety. 

On  the  return  voyage  the  ships  separated  before 
reaching  this  coast,  and  on  the  morning  of  Tuesday,  June 
18th,  the  Divinsk  was  torpedoed  by  an  enemy  submarine 
in  Lat.  38°  30'  North,  Long.  60°  58'  West,  some  600  miles 
distant  from  her  destination,  Hampton  Eoads,  Va. 

The  torpedo  was  sighted  at  9 :20  A.  M.,  300  yards  on 
the  port  quarter,  "porpoising,"  that  is,  jumping  out  of 
the  water  at  intervals  as  it  raced  for  the  ship.  It  was 
too  close  aboard  to  be  dodged,  and  the  torjoedo  struck 
abreast  the  after-hold.  The  Captain  ordered  the  engines 
stopped,  and  the  ship  abandoned.  No  one  was  killed  or 
injured  by  the  explosion  and  no  lives  were  lost  in  aban- 
doning ship. 

Nothing  was  seen  of  the  submarine  until,  as  the  last 
boats  were  pulling  away,  it  appeared  on  the  surface  some 
3,000  yards  away,  and  fired  a  number  of  shots  at  the  ship. 
Her  gunnery  was  veiy  poor,  even  at  this  comparatively 
short  range,  and  apparently  little  damage  was  done. 

The  boats  clustered  together  a  few  hundred  yards 


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BIRD  S-EYE   VIEW  OF  THE    HABBOR  OF  BREST 


THEIR  FIRST  VIEW   OF  FRANCE. 
THE   "leviathan" 


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FOREIGN  TRANSPORTS  IN  CONVOYS   205 

astern  of  the  ship,  and  the  submarine  approached,  keep- 
ing her  two  six-inch  guns  and  four  machine  guns  trained 
on  them.  The  U-boat  Captain  then  called  all  seven  boats 
about  him  and  questioned  the  occupants  concerning  the 
name  of  the  ship,  her  destination,  port  of  departure, 
tonnage,  cargo  and  the  nature  of  her  duties.  He  made 
some  effort  to  distinguish  the  Captain  and  officers,  but 
they  had  concealed  their  identity  by  removing  their  hats 
and  coats. 

The  submarine  then,  without  taking  prisoners, 
steamed  off  a  thousand  yards  from  the  Dwinsk  and  again 
opened  fire.  At  this  range  most  of  the  shots  were  effec- 
tive. One  exploded  the  powder  magazine,  and  the  fol- 
lowing one  landed  among  the  smoke  boxes  provided  for 
making  smoke  screens.  Great  volumes  of  smoke  arose 
shutting  out  the  greater  part  of  the  sky.  After  the 
eighteenth  shot,  the  ship  listed  heavily  to  port  and  at 
11 :15  sank,  stem  first,  bow  pointing  skyward. 

The  seven  boats  made  sail  and  headed  to  the  west- 
ward. Lieutenant  Whitemarsh,  in  boat  No.  6,  discov- 
ered that  it  was  leaking  badly  and  the  sail,  which  was  a 
lug  rig,  was  found  to  be  rotten  and  full  of  holes.  There 
was  no  tinned  meat  in  the  boat,  nothing  but  24  gallons  of 
stale  water  and  some  moldy  sea  biscuit.  His  10  days ' 
experiences  are  best  told  in  his  own  words,  which  are 
quoted  below  from  his  official  report. 

STORY   OP   LIEUTENANT   WHITEMAESH 

*^Our  boat.  No.  6,  was  sailing  in  the  general  direc- 
tion of  the  rest  of  the  boats,  but  losing  distance  steadily 
on  account  of  having  a  rotten  sail. 

* '  Shortly  after  noon  smoke  was  reported  on  the  hori- 
zon to  the  Eastward.  In  a  short  time  a  ship  appeared 
and  developed  into  a  four-stacker  of  the  Von  Steuben 


206    HISTORY,  OF  TRANSPORT  SERVICE 

type.  She  was  making  full  speed  towards  our  boats  and 
our  wishes  for  an  early  rescue  seemed  about  to  be  real- 
ized. But  she  suddenly  stopped,  avoiding  a  torpedo  fired 
from  the  invisible  submarine  which  was  using  our  boats 
as  a  decoy.  The  ship  opened  fire  on  the  submarine's 
periscope  and  fired  five  shots,  the  projectiles  ricocheting 
over  our  heads.  The  ship  then  got  under  way  quickly 
and  soon  disappeared. 

The  submarine  came  to  the  surface  again  over  a  mile 
astern,  and  approached  our  boat.  She  came  alongside  on 
our  port  hand  and  the  Captain,  who  was  burdened  with 
iron  crosses,  asked  us  through  his  white-clad  lieutenant 
what  the  name  of  the  four-stacker  was,  and  whether  or 
not  she  was  an  auxiliary  cruiser.    I  didn't  know. 

The  presence  of  the  submarine  at  such  range  gave 
an  opportunity  to  study  her  characteristics.  She  was  a 
dull  slate  gray  in  color,  and  showed  marks  of  continuous 
running  on  the  surface.  The  paint  was  worn  off  at  the 
water  line,  where  the  hull  was  rusty.  There  was  no 
lettering  or  distinctive  markings  on  the  submarine.  She 
was  about  275  feet  long  and  had  a  beam  of  approxi- 
mately 30  feet.  Her  armament  consisted  of  two  six-inch 
guns  and  four  machine  guns.  The  six-inch  guns  were 
situated  midway  between  the  conning  tower  and  the  for- 
ward and  after  ends  respectively.  The  machine  guns 
were  grouped  about  the  conning  tower,  two  f  onvard  and 
two  aft.  The  submarine  was  of  the  double  hull  type, 
with  about  five  feet  of  free  board.  The  tonnage  was  per- 
haps 2,500.  The  conning  tower  was  directly  amidships. 
If  anything,  the  bow  was  a  trifle  higher  than  the  stern. 
A  life  boat  was  carried,  lashed  to  the  deck,  aft  of  the 
after  gun.  Still  further  aft  there  was  an  apparatus  which 
I  believe  was  used  for  mine  sweeping  or  mine  laying. 
Since  it  was  housed  it  could  not  be  made  out  accurately. 
At  one  time  I  counted  thirty-seven  men,  including  officers. 


STORY  OF  LT.  WHITEMARSH       207 

The  Lieutenant  who  acted  as  interpreter  spoke  broken 
English  and  understood  with  difficulty.  The  guns  were 
kept  trained  on  us  while  we  were  near  the  boat  but  they 
left  us  unmolested,  not  even  inquiring  as  to  our  plans  or 
provisions. 

It  was  at  this  time  that  our  boat  started  to  pass  boat 
No.  3  in  a  favorable  breeze.  Cadet  Morrison  shouted 
from  boat  No.  3  that  we  ought  to  stay  together.  Our 
sail  soon  developed  greater  rends  which  allowed  Morri- 
son's boat  to  forge  ahead  towards  the  leading  boats, 
leaving  us  behind.  It  was  a  matter  of  indifference  to  us, 
except  that  a  single  sail  might  appear  to  a  possible  rescue 
ship  more  suspicious  than  a  group  of  them. 

We  sailed  all  that  night.  The  wind  was  ENE.  Early 
next  morning  a  heavy  rain  fell.  The  French  sailor, 
Moellec,  had  oilskins,  and  three  others  had  safety  suits 
but  the  rest  of  the  crew  were  thoroughly  drenched.  Two 
men  particularly,  who  were  in  pajamas,  were  merci- 
lessly exposed,  even  after  those  who  were  more  plenti- 
fully supplied  had  shared  their  clothing. 

We  sighted  a  two-stacked  steamer  at  dawn,  close  on 
our  starboard  hand.  Showed  a  signal  of  distress,  a  red 
flare,  but  the  steamer  didn't  reply  to  our  signal.  Five 
more  times  in  the  next  four  days  we  were  passed  by 
ships  which  we  were  almost  certain  would  pick  us  up, 
but  the  period  of  jubilation  invariably  turned  to  one  of 
despair  when  the  ships  headed  away  and  left  us.  The 
Von  Steuben  had  sent  out  a  report  saying  that  our  boats 
were  being  used  as  a  decoy  by  the  German  submarine, 
and  this  probably  accounted  for  the  failure  of  these  ships 
to  rescue  us. 

There  was  a  heavy  rain  all  day  Wednesday,  June 
19th.  At  evening  the  rain  lessened ;  the  boat,  now  alone, 
keeping  on  the  same  course. 

On  Thursday  nothing  happened  until  evening  when 


208    HISTORY  OF  TRANSPORT  SERVICE 

we  sighted  a  steamer  on  our  port  hand,  zigzagging.  We 
showed  several  red  flares  but  without  result.  At  almost 
the  same  time  we  sighted  a  large  bark,  steering  west- 
ward at  such  an  unusual  rate  of  speed  that  it  was  thought 
she  might  have  been  used  as  a  supply  ship  for  subma- 
rines.   She  showed  no  signs  of  having  seen  us. 

On  Friday  we  continued  to  sail  on  course  WNW  with 
a  favorable  breeze.  Another  steamer  sighted  failed  to 
pick  us  up  and  we  sailed  through  the  night. 

Watches  were  stood  by  every  member  in  the  boat. 
Three  men  were  lookouts  and  stood  two-hour  watches. 
Currie  (Cadet),  Pritchard  (First  Officer),  and  I,  took 
three-hour  tricks  at  the  helm  in  turn,  while  the  remain- 
der constituted  the  bailing  detail,  two  men  bailing  for  a 
period  of  a  half  hour. 

As  time  went  on  signs  of  weakness  began  to  ap- 
pear; some  were  compelled  to  stop  work,  although  they 
were  still  willing.  The  Maltese  lad  (assistant  cook) 
named  Sammut,  had  been  torpedoed  once  before,  when, 
in  abandoning  ship,  he  had  been  struck  by  the  life  boat 
swinging  into  the  side  of  the  ship.  The  injuries  he  had 
sustained  to  his  hip  had  never  completely  healed. 

Chief  Baker  Walker  was  given  an  additional  allow- 
ance of  water  on  account  of  the  nature  of  his  previous 
duties.  The  ration  was  a  pilot  biscuit  a  day  and  a  half 
pint  of  water.  Walker's  mind,  however,  began  to  wan- 
der and  he  began  to  talk  thickly  of  the  coffee  he  was 
making  and  the  pies  he  would  be  able  to  serve  at  five 
0  'clock. 

Spooner  (fireman)  went  temporarily  insane  and  in 
all  my  life  I  have  never  heard  such  an  original  and  easy 
flow  of  profanity. 

Early  Saturday  morning  we  sighted  ship 's  boat  No.  3 
and  went  alongside.  The  crew  had  been  picked  up. 
Moellcc  (French  seaman)  entered  the  boat  and  did  the 


STORY  OF  LT.  WHITEMARSH        209 

greater  amount  of  work  in  salvaging  a  new  sail,  a  boat 
compass,  a  pair  of  shoes,  can  of  biscuits  and  quantities 
of  line,  blocks  and  rigging.  From  this  time  the  French- 
man was  perfectly  happy  and  busy,  rigging  an  old  shirt 
to  a  pole  and  running  it  up  to  the  masthead  for  a  distress 
signal,  making  capes  from  the  old  sail,  making  spray 
shields,  splicing  and  working  on  the  rigging.  He  never 
seemed  to  worry  and  was  always  ready  with  a  smile  and 
cheery  word.  His  activity  was  unusual,  considering  that 
he  was  forty-five  years  of  age.  Since  I  was  the  only 
one  who  understood  French,  he  used  to  talk  to  me  for 
hours  about  his  past  life,  and  the  weather. 

By  Saturday  noon  the  wind  from  the  east  increased 
to  a  moderate  gale.  It  was  at  this  time  that  Pritchard, 
the  First  Officer,  while  having  the  sail  reefed,  allowed 
the  boat  to  get  into  the  trough.  When  I  told  him  how 
to  straighten  out,  he  became  angry  and  said  he  had  for- 
gotten more  about  sailing  than  I  had  ever  known.  A 
perfect  accord  could  not  be  expected  and  certainly  not 
enforced  with  the  hatchet,  our  only  weapon,  so  I  allowed 
the  matter  to  drop  and  took  the  helm  myself. 

All  afternoon  the  wind  continued  to  increase  and  the 
sea  rose  very  high.  The  direction  of  the  wind  changed 
a  bit  to  the  right  and  held  steady.  The  spray  would 
occasionally  drench  us  all.  The  sail,  bit  by  bit,  was 
taken  in  altogether.  Two  small  triangles  of  canvas  were 
rigged  forward  to  keep  her  stem  to  the  wind  and  weights 
shifted  aft. 

A  line  was  made  fast  to  the  mast  to  indicate  the  direc- 
tion of  the  wind,  and  I  gave  the  helm  to  Seaman  Fallon. 
He  lay  on  his  back  in  the  stern  sheets  and  steered  while 
the  boat  was  making  five  or  six  knots  through  the  water. 
At  5 :00  P.  M.  the  gale  was  raging  furiously  with  a  heavy 
sea  running.  At  6:00  P.  M.,  Fallon,  drenched  repeat- 
edly, had  a  cramp  and  Cadet  Currie  took  his  place. 


210    HISTORY  OF  TRANSPORT  SERVICE 

Currie  was  the  17-year-old  son  of  a  famous  English 
sportsman  and  banker.  He  had  not  been  at  the  helm 
five  minutes  before  he  saw  a  hea\^  cross  sea  coming 
down  upon  us.  Unfortunately  he  released  the  tiller  and 
obeyed  the  impulse  to  throw  up  his  hands  to  keep  the 
water  off.  The  sea  dropped  in  over  the  starboard  quar- 
ter and  washed  him  overboard,  at  the  same  time  filling 
the  boat  to  the  gunwale. 

I  straightened  the  boat  out,  and  all  hands  turned  to 
with  hats,  buckets  and  shoes  to  clear  the  boat  of  water 
and  to  man  the  oars.  The  attempt  to  back  the  boat  to 
pick  up  Currie  only  resulted  in  getting  her  into  the 
trough.  Currie  was  swimming  towards  us  but  not  a  third 
as  fast  as  we  were  drifting.  To  save  the  lives  of  those 
remaining  in  the  boat,  we  had  to  abandon  the  attempt 
to  rescue  Currie. 

A  little  later  another  sea  dropped  down  on  top  of  the 
boat  and  knocked  every  one  about,  swamping  the  boat 
again.  Pritchard,  helmsman  at  this  time,  was  suddenly 
stricken,  and  when  the  boat  was  again  freed  of  water, 
he  lay  down  in  the  bottom.  I  took  the  tiller  and  stood  up 
in  the  boat  in  order  to  see  the  waves  and  feel  the  wind  to 
better  advantage.  The  men  sat  down  in  the  bottom  to 
improve  the  stability,  and  three  of  them  appointed  them- 
selves my  protectors  by  hanging  onto  my  feet  and  knees. 
They  evidently  didn  't  want  a  second  casualty. 

The  Frenchman  stood  up  in  the  bow,  like  a  gray 
ghost,  hanging  onto  the  mast.  When  the  boat  was  poised 
on  a  wave,  the  bow  down  at  an  angle  of  45  degrees  and 
charging  along  at  express  speed,  he  seemed  to  be  the 
least  perturbed  of  the  crew. 

It  was  very  dark  and  the  wind,  still  increasing, 
brought  intermittent  rain  squalls.  This  was  not  without 
advantage,  since  by  opening  the  mouth  water  could  be 
obtained.    The  water  had  a  peculiar  taste,  as  if  there 


STORY  OF  LT.  WHITEMARSH       211 

were  quantities  of  ashes  or  dust  in  it.  At  times  the  rain 
would  fall  in  torrents  until  the  great  waves  were  com- 
pletely hidden  by  the  rain  splashes.  This  doubtless  ren- 
dered the  sea  less  perilous,  a  circumstance  which  perhaps 
saved  the  life  boat  from  being  wrecked. 

It  was  about  11 :00  o  'clock  that  night  when  the  wind 
began  to  shift  rapidly.  The  wind  would  come  from  one 
direction  and  the  seas  from  another.  The  waves  were  par- 
tially illuminated  by  a  dim  light,  and  this  illumination 
was  of  great  assistance  in  meeting  them  squarely.  For 
fifteen  minutes  at  a  time  I  would  keep  the  rudder  hard 
right  and  then  a  few  minutes  hard  left.  In  an  hour  there 
was  almost  a  total  calm,  while  the  small  boat  tossed 
about  aimlessly  on  the  confused  sea. 

At  first,  when  I  made  a  remark  about  the  wild  beauty 
of  the  semi-illuminated  sky  and  sea,  the  crew  seemed  to 
think  that  I  had  lost  my  mind.  But  after  they  heard 
about  their  unusual  fortune  in  being  at  the  center  of  a 
cyclonic  storm  and  began  to  think  about  the  tales  they 
could  tell  when  they  landed,  they  began  to  cheer  up  and 
the  conversation  was  quite  lively.  They  forgot  the  inci- 
dent of  a  half  hour  before,  when  one  of  the  men,  after  a 
long  and  awe-inspired  silence,  moaned  from  the  bottom 
of  the  boat,  "Is  there  any  hope,  my  good  fellows?" 

The  calm  was  of  short  duration,  however,  and  the  wind 
set  in  again,  bringing  a  torrential  rain.  The  boat  once 
more  resumed  its  circling  in  the  furious  sea;  the  crew 
was  drenched  again  and  again  with  spray;  the  French- 
man stood  at  the  mast  and  a  detail  of  two  men  bailed  out 
water  without  cessation. 

After  two  hours  of  this,  the  wind  steadied,  though 
still  blowing  a  gale.  When  it  grew  lighter  in  the  morn- 
ing, a  long  dark  cloud  was  seen  overhead  extending  across 
the  sky  from  west  to  east,  and  when  we  were  swept  under 
it  a  chilly  rain  fell. 


212    HISTORY  OF  TRANSPORT  SERVICE 

The  wind  coming  from  the  west  was  dying  down  a 
little.  My  arms  were  aching  after  eleven  hours  at  the 
helm,  and  after  a  sea  anchor  was  rigged  by  lashing  to- 
gether two  oars,  the  Frenchman  relieved  me.  The  wind 
moderated  during  the  day,  but  the  swell  was  high. 

In  speaking  of  the  storm  that  day,  Gregory,  who  hdd 
followed  the  sea  for  forty  years,  declared  he  had  never 
seen  anything  like  it.  If,  by  having  to  endure  the 
storm  of  that  night  again,  the  world  would  give  him 
every  luxury  known  to  men  for  the  rest  of  his  life,  he 
said  he  would  refuse.  He  preferred  the  pleasures  of  a 
nice  farm  in  Wales  where  he  could  spend  the  rest  of  his 
days  with  his  wife  and  children. 

Toward  night  we  set  sail  heading  southwest,  the  wind 
being  northwest.  At  midnight  the  wind  had  dropped 
to  a  calm.  Monday,  Tuesday  and  Wednesday  passed 
with  light,  variable  winds  and  calms.  These  days  taxed 
the  courage  of  the  men  the  greatest.  They  all  knew  we 
were  in  the  Gulf  Stream  and  drifting  farther  away  from 
land  every  hour.  When  some  of  the  crew,  who  had 
practically  abandoned  hope,  began  to  sing  familiar 
hymns,  including  ''Nearer,  My  God,  to  Thee,"  I  made 
them  stop  and  the  American  seaman,  Richards,  and  I 
sang  ''Homeward  Bound,"  and  other  cheerful  popular 
hits. 

The  food  ration  was  cut  to  two-thirds  of  a  biscuit  a 
day  with  a  quarter  of  a  pint  of  water.  The  Second  Engi- 
neer Officer,  Pattison,  became  guardian  of  the  hatchet, 
and  whenever  this  weapon  went  forward  to  sharpen  pegs 
or  open  tins,  he  would  follow  unostentatiously  after  and 
bring  it  aft  again.  He  expected  a  raid  on  the  food  and 
water  supply,  but  his  fears  were  unfounded.  The  men 
were  eager  and  prompt  to  execute  every  command  or 
adopt  every  suggestion,  particularly  after  the  storm  on 
Saturday  night. 


STORY  OF  LT.  WHITEMARSH       213 

The  spirit  in  the  boat  was  excellent.  Helpfulness 
and  brotherly  care  were  very  evident  in  sharing  clothing 
and  sleeping  places,  and  in  assisting  one  another  at  work. 
Two  of  the  weakest  were  excused  from  work.  Those  on 
lookout  details  had  their  eyes  infected,  until  they  were 
temporarily  blind.  Shirts  were  given  as  bandages  and  no 
efforts  spared  to  make  them  comfortable. 

Mother  Carey's  chickens,  which  followed  the  boat  con- 
tinuously, were  looked  upon  as  an  omen  of  good  luck. 
Small  and  varied  colored  sharks  were  called  "land 
sharks"  and  an  attempt  made  to  spear  them  for  food. 
Sea-gulls  in  flocks  were  considered  a  sign  of  proximity 
to  land.  Boxes,  spars,  and  similar  driftwood  made  the 
men  happier.  The  first  man  to  sight  the  steamer  that 
would  pick  us  up  was  to  have  the  biggest  dinner  money 
could  buy  when  we  landed. 

But  the  men  were  depressed  in  spite  of  it  all.  The 
sun  would  bake  them  mercilessly,  and  later,  cold  rains 
would  chill  them  to  the  bone.  One  man  made  an  attempt 
to  drink  salt  water,  and  another  thought  it  would  be 
better  to  go  over  the  side  in  the  night  and  end  it  all. 
Discipline  was  insured  only  by  the  unchanging  severity 
of  command,  -ombined  with  the  proper  regard  for  the 
welfare  of  the  individuals  in  the  boat.  Moellec,  Rich- 
ards and  Gregory  were  consistently  cheerful. 

Wednesday  afternoon,  towards  four  o'clock,  the 
weather  looked  threatening  and  the  wind  increased.  Rain 
began  to  fall  very  heavily.  After  washing  the  salt  out 
of  the  sail,  all  hands  drank  their  fill  of  water  and  caught 
an  additional  four  gallons. 

By  midnight,  the  wind  from  ESE  was  blowing  a  gale 
with  high  seas  and  continuous  rain.  When  we  took  a 
couple  of  seas  the  sail  was  shortened  somewhat,  but  we 
made  the  most  of  the  opportunity  to  run  in.  The  crew 
was  drenched  with  spray,  but  the  time  for  compromise 


214    HISTORY  OF  TRANSPORT  SERVICE 

was  past.  Moellec  and  I  relieved  each  other  at  the  helm 
until  Thursday  morning,  when  the  wind  moderated  and 
the  rain  stopped.    It  was  calm  all  day. 

A  pleasing  diversion  during  a  watch  was  our  time 
piece,  a  dollar  watch  marked  ^'boyproof."  It  would 
run  perhaps  five  or  ten  minutes  at  a  time  before  it 
stopped.  Shaking  would  start  it  again.  The  man  at  the 
helm  stood  very  long  watches  unless  he  gave  the  ''boy- 
proof"  his  undivided  attention. 

Friday  morning  at  9 :30,  Collins  jumped  up  and  began 
waving  his  arms.  He  had  sighted  a  steamer  to  the  east- 
ward heading  towards  us.  The  sail  was  left  up  until 
the  hull  and  men  of  our  boat  could  be  clearly  seen,  and 
then  we  rowed  alongside.  It  was  the  U.  S.  S.  Rondo, 
Commander  Grenning,  U.  S.  N.  R.  F.,  in  command. 

Most  of  the  men  of  the  life  boat  were  so  weak  that 
they  had  to  be  lifted  up  the  sea  ladder  by  means  of  a 
line,  although  a  few  of  us  managed  it  without  assistance. 
The  American  sailor,  Richards,  who  had  sacrificed  his 
rations  to  preserve  his  companions,  was  particularly 
weak.  When  I  left  the  boat,  two  sailors  from  the  Rondo 
were  behind  cutting  holes  in  the  hull  and  salvaging  ma- 
terial such  as  oars,  sails,  water  breakers  and  rigging. 
This  was  accomplished  quickly  and  the  boat  left  so  that 
the  next  storm  would  knock  her  to  pieces. 

The  survivors  were  given  medical  attention,  clean 
clothing  and  food  and  shown  every  kindness  human  be- 
ings could  bestow  upon  fellow  creatures.  The  fearless- 
ness of  Captain  Grenning  in  approaching  the  life  boat 
when  unarmed  and  when  warned  that  the  submarine  was 
using  our  boats  as  a  decoy,  is  most  commendable  and  I 
am  sure  every  survivor  will  remember  him  with  infinite 
gratitude. 

"When  picked  up  the  life  boat  was  340  miles  from 


STORY  OF  LT.  WHITEMARSH       215 

Norfolk,  Va.  Tlie  Rondo  reached  port  the  next  night, 
June  29,  1918.  About  six  hours  before  landing,  while 
standing  near  the  bridge,  I  was  presented  with  a  paper 
which  contained  the  following  testimonial  written  and 
signed  by  all  the  survivors  of  the  life  boat. 

**We  the  undersigned,  survivors  of  the  torpedoed 
steamship  Dwinsk,  wish  to  show  our  undying  appre- 
ciation of  the  conduct  of  Lieutenant  (j.JT.)  R.  P. 
Whitemarsh,  U.  S.  Navy,  who,  under  the  most  try- 
ing and  perilous  conditions,  set  an  example  of  cour- 
age and  bravery  beyond  all  praise,  and  we  feel  that 
his  conduct  and  devotion  to  duty  when  face  to  face 
with  destruction  in  a  raging  storm  in  an  open  boat, 
when  most  of  us  believed  that  the  end  had  come, 
carried  us  through  until  the  storm  passed,  and  later, 
after  many  days  in  this  boat,  when  all  hope  of  rescue 
seemed  small,  he  was  always  cheerful  and  hopeful, 
and  encouraged  us  to  further  efforts." 
(Signed) 

T.  J.  Richards,  Seaman,  U.  S.  N. 

R.  J.  Pritchard,  First  Officer. 

J.  J.  Skilling,  Chief  Steward. 

E.  Griffith,  Boilermaker. 

J.  J.  Martin,  Barkeeper. 

C.  Gregory,  Linen  Keeper. 

John  Jones,  Greaser. 

John  Wainwright,  Donkeyman. 

M.  Keough,  Fireman. 

H.  Spooner,  Fireman. 

"W.  E.  Soper,  Storekeeper. 

J.  Sammut,  Assistant  Cook. 

Je.  Mouellec,  Seaman. 

James  Pattison,  Sec.  Eng.  Officer. 

James  Downie,  Fourth  Eng.  Officer. 

Dinsdale  Walker,  Chief  Baker. 

George  Fallon,  Seaman. 

Harry  Collins,  Fireman. 

James  Wright,  Barkeeper. 


216    HISTORY  OF  TRANSPORT  SERVICE 

Von  Steuben  encounters  stibmaeine  jtjne  18, 1918 

The  Von  Steuben  while  returning  from  France  sight- 
ed a  number  of  life  boats  on  the  port  bow.  Soon  after- 
ward a  torpedo  was  fired,  the  wake  of  which  was  seen  by 
an  alert  lookout  when  about  500  yards  from  the  ship.  His 
prompt  report  and  the  immediate  maneuvering  of  the 
Von  Steiihen  by  the  Captain  saved  the  ship.  Several 
depth  bombs  were  dropped  upon  the  estimated  position 
of  the  submarine.  As  no  SOS  signal  had  been  re- 
ceived at  the  time  it  was  thought  that  the  boats  were 
nothing  but  decoys.  Afterward  it  was  discovered  that 
they  had  been  used  as  decoys  but  in  addition  contained 
survivors  of  the  Dwinsk,  torpedoed  the  day  before.  These 
were  picked  up  by  another  ship^ 


CHAPTER  XVII 

ADVENTURES  OF  LIEUTENANT  ISAACS 
TAKEN   PEISONEE  BY  A  U-BOAT 

Lieutenant  Isaacs  was  attached  to  the  Naval  transport 
President  Lincoln  at  the  time  she  was  torpedoed  early  in 
the  forenoon  of  May  31,  1918.  Before  the  arrival  of  the 
destroyers  which  picked  np  the  survivors  during  the 
night,  while  the  U-90  was  steaming  among  the  life  boats 
and  rafts  searching  for  the  transport  Captain,  the  keen 
eye  of  the  German  Commander  caught  the  stripes  of 
Isaacs'  uniform  in  the  stem  sheets  of  one  of  the  life 
boats.  The  U-boat  Captain  put  a  megaphone  to  his 
mouth  and  sang  out,  ''Come  aboard!" 

The  boat  ran  alongside  and  Isaacs  stepped  to  the 
submarine  deck,  and  as  he  did  so  a  German  sailor  re- 
lieved him  of  his  revolver.  (This  was  later  returned  to 
him.)  Isaacs  fhen  made  his  way  to  the  conning  tower 
where  he  was  given  a  glass  of  sherry  and  the  Command- 
ing Officer  informed  him  that  he  was  Captain  Eemy  of 
the  U-90,  explaining  in  excellent  English  that  his  orders 
were  to  take  the  Senior  Naval  Officers  prisoners  when- 
ever he  sank  a  Naval  ship. 

After  a  half  hour  search  for  the  Lincoln's  Captain 
who  escaped  by  disguising  himself  as  a  sailor,  Isaacs 
said  that  he  felt  sure  Captain  Foote  had  gone  down  with 
the  ship.  The  search  was  then  abandoned  and  Remy 
ordered  his  prisoner  below,  where  he  was  given  warm 
clothing  and  allowed  to  lie  down  in  one  of  the  bunks. 

217 


218    HISTORY  OF  TRANSPORT  SERVICE 

The  U-boat  then  turned  to  the  northeastward  and  pro- 
ceeded at  five  knots  to  her  cruising  ground,  which  was 
about  300  miles  west  of  Brest,  arriving  there  on  the  fol- 
lowing day,  June  1st. 

The  following  is  a  precis  made  up  of  excerpts  from 
the  official  report  of  Lieutenant  Isaacs : 

''Early  in  the  morning  a  radio  was  intercepted  stat- 
ing that  the  survivors  of  the  President  Lincoln  had  been 
picked  up  and  that  only  a  few  were  missing.  That  after- 
noon we  sighted  two  American  destroyers.  They  were 
so  far  away  that  Captain  Remy  thought  that  by  heading 
away  he  could  avoid  being  seen.  He  did  not  reckon,  how- 
ever, on  the  keen  eyesight  of  the  American  lookouts. 
The  destroyers  instantly  sighted  him  and  gave  chase. 

We  quickly  submerged  and  a  few  minutes  afterwards 
we  felt  depth  bombs  exploding  all  about  us.  Twenty- 
two  bombs  were  counted  in  four  minutes;  five  of  them 
were  very  close,  or  seemed  so  to  me,  for  they  shook  the 
vessel  from  stem  to  stern.  To  escape  them  we  were 
making  our  best  speed,  zigzagging,  and  apparently  dou- 
bling back  on  our  course.  The  Petty  Officer  at  the  micro- 
phones, listening  to  the  propellers  of  the  destroyers,  re- 
ported continuously  whether  they  were  getting  closer  or 
farther  away  to  the  Captain,  who  was  in  the  conning 
tower.  Soon  they  could  no  longer  be  heard,  but  we  re- 
mained submerged  at  a  depth  of  sixty  meters  for  about 
one  hour  longer.  Then  Captain  Remy  brought  his  boat 
to  the  surface  and  continued  cruising  up  and  down  at  five 
knots  speed. 

The  following  morning,  June  2nd,  another  American 
destroyer  was  sighted,  but  so  far  away  that  we  were  not 
seen.  Remy  then  told  me  he  felt  that  things  were  getting 
too  warm  for  him  in  that  vicinity  and  he  intended  to  re- 
turn to  his  base.  We  headed  northwest  and  continued 
along  the  west  coast  of  Ireland  all  that  day  and  the  next. 


ADVENTURES  OF  LT.  ISAACS       219 

On  June  4th,  early  in  the  morning,  they  called  me  to 
go  hunting.  We  had  approached  a  small  island  called 
North  Rona,  west  of  the  Orkneys,  where  Remy  was  in 
the  habit  of  stopping  on  each  trip,  weather  permitting, 
to  shoot  wild  sheep  which  were  the  sole  inhabitants  of 
the  island.  It  seems  that  years  before  a  hermit  had 
come  to  live  there  and  had  begun  raising  sheep,  which, 
after  he  died,  continued  to  thrive.  I  counted  150  of  them 
from  the  deck  of  the  U-boat,  for,  after  getting  me  up,  the 
Captain  changed  his  mind  and  decided  that  I  was  not  to 
go  hunting  after  all. 

He  sent  one  of  his  officers  and  two  men  in  the  small 
bateau  which  was  carried  between  the  inner  and  outer 
hull  of  the  submarine,  to  the  beach,  and  a  few  minutes 
later  we  could  see  them  mounting  the  side  of  the  cliff. 
I  watched  from  the  deck  of  the  submarine  through  my 
binoculars.  They  shot  nine  sheep,  one  of  which  fell  over 
the  top  of  the  cliff  and  into  the  water.  Telling  me  that 
he  knew  he  was  a  fool  to  do  such  a  thing,  Remy  backed 
his  submarine  to  within  three  feet  of  the  cliff  in  order  to 
pick  up  this  sheep.  One  of  the  sailors  pulled  it  aboard 
with  a  grapnel.  A  few  hours  later  the  hunters  with  the 
other  sheep  they  had  killed  returned  on  board  and  we 
proceeded  in  a  northeasterly  direction  around  the  Shet- 
land Islands. 

On  the  6th  of  June  we  passed  along  the  coast  of  Nor- 
way. The  next  day  we  got  in  touch  with  another  U-boat 
which  was  running  short  of  fuel.  Her  Captain  was  on 
board  that  night  and  talked  a.  while  with  Remy  before 
returning  to  his  boat  lying  a  few  hundred  yards  away. 
It  was  rather  rough,  so  he  did  not  take  fuel  from  us  but 
said  he  would  try  to  make  Kiel  with  what  he  had. 

The  following  day,  June  8th,  we  passed  to  the  north- 
ward of  Jutland  into  Skaggerrack,  hugging  the  Danish 
coast.    That  morning  we  fell  in  with  another  U-boat,  and 


220    HISTORY  OF  TRANSPORT  SERVICE 

for  three  hours  both  submarines  maneuvered  at  high 
speed  over  a  measured  course  between  a  lighthouse  and 
a  fixed  buoy.  (In  submarine  navigation,  especially  when 
maneuvering  into  position  to  attack,  accurate  data  as  to 
what  speed  is  being  made  according  to  engine  revolu- 
tions, is  important,  and  these  submarines  were  evidently 
engaged  in  checking  their  standardization  curves.) 

About  noon  time  we  entered  the  Kattegat.  I  had 
asked  Remy  if  he  ever  rested  on  the  bottom.  That  after- 
noon he  submerged  and  rested  on  the  bottom  for  about 
three  hours.  He  told  me  that  the  submarine  which  was 
short  of  fuel  had  asked  for  assistance  and  Remy  went 
to  her  aid,  giving  the  other  boat  the  fuel  she  needed  dur- 
ing the  night. 

On  June  9th  we  continued  on  our  way  and  about  11 :00 
P.  M.  I  was  allowed  on  deck  to  smoke.  I  found  we  were 
in  a  little  bay  apparently  with  the  lights  of  Sweden  on 
one  side  and  those  of  Denmark  on  the  other.  Although 
the  sun  had  long  since  set,  it  was  still  twilight.  (At  that 
time  of  the  year  there  is  practically  no  night  in  this  lati- 
tude— at  least  no  real  darkness.)  We  were  at  a  subma- 
rine rendezvous,  because  I  saw  a  second  submarine  about 
a  quarter  of  a  mile  away  and  another  soon  came  to  the 
surface,  making  three  in  all.  Finding  that  I  was  not 
far  from  a  neutral  country,  I  determined  to  try  to  make 
a  getaway. 

I  had  my  life  jacket  which  had  never  been  taken  from 
me  and  was  hoping  that  it  would  get  dark  enough  so 
that  I  could  not  be  seen  in  the  water.  While  I  was  mov- 
ing over  to  the  platform  abaft  the  conning  tower  a  Ger- 
man destroyer  was  sighted  bearing  down  on  us  from  the 
east  at  high  speed.  She  was  making  the  rendezvous  in 
order  to  escort  us  through  the  Sound.  Just  as  I  was 
planning  to  slip  over  the  side,  Remy,  who  was  never  more 
than  two  yards  from  me,  ordered  me  below.    Before  I 


V 


tH()\VI)r,[)    DKCK    OF    "I'HIXt'KSS    .-MATOIKA 


Dwi.y  iNsi'KCTiox  or  r.  s.  s.  ".MKicrin.      c  \i>iai\   nniNsi:it,  t.  s. 

fOSr^fAXniNO  OFl-IC'KR  OI'  TROOI'S  CII.MINC    llOHN     lADDKK 


A   LESSON'    IX    FRENCH.     EESSOXS  WERE   GIVEN   BV  A   FRENCH  OFFICER  EN  ROUTE  TO  FRANCE 


soN(;  sEHVici:  aikiaiid  a  tiiooi-  sine,    this  anm)  the  ahove  imcti'Re  weiii;  taken    in  tiii: 

SUBMARINE   DANGER  ZONE,    AS  .SHOWS    HV     Ml     llANltS    WllAIHNG    1,1  IE-HEI,TS 


BUNKS  TRICED    UP   FOR   INSPECTIOK 


MESS  DECK   I'ROVIDEI)  WTTII   HENCITES  AND  TABLES  FOR  TROOP  USE 


TROOPS    AT    MESS    ON"    SWIXGIXG    TABLES. 


WASIIJNdTON 


ADVENTURES  OF  LT.  ISAACS       221 

passed  through  the  hatch,  I  took  one  last  look  around 
and  saw  that  the  destroyer  was  placing  herself  at  the 
head  of  the  column  and  we  were  proceeding  westward. 
Early  the  next  morning  I  was  on  deck  and  found  that  we 
had  passed  into  the  Baltic  and  were  heading  in  a  south- 
westerly direction. 

Before  reaching  Fehmarn  we  passed  the  battle  cruiser 
Hindenburg  and  two  other  battle  cruisers  of  the  same 
type,  also  four  armored  cruisers,  holding  individual 
maneuvers. 

We  entered  Kiel  harbor,  which  was  protected  by  a  net, 
at  3 :00  P.  M.,  June  10th,  and  tied  up  at  a  landing  near  the 
entrance  to  the  canal.  Here  I  was  allowed  to  go  ashore 
for  a  few  minutes'  walk  with  one  of  the  officers  and  I 
noticed  probably  a  dozen  destroyers  in  the  harbor  and 
about  eight  submarines  of  the  same  type  as  the  U-90. 
In  addition  to  these  there  were  two  large  submarines 
probably  350  feet  long,  each  painted  a  dark  green  and 
mounting  a  six-inch  gun  forward.  These,  Remy  told  me, 
were  the  new  mine  layers.  At  seven  o  'clock  we  shoved  off 
and  in  company  with  another  submarine  proceeded  down 
the  canal. 

When  I  came  on  deck  the  morning  of  the  11th,  we 
were  in  the  Heligoland  Bight.  A  Zeppelin  was  patrol- 
ling over  head ;  and  about  nine  o  'clock  we  passed  a  divi- 
sion of  battleships,  two  of  them  being  the  Grosser  Kur- 
furst  and  Konig  II.  They  were  sailing  north  at  high 
speed,  escorted  by  four  large  destroyers. 

After  passing  through  the  locks  at  Wilhelmshaven 
we  tied  up  alongside  the  mother  ship  Preussen  and  I 
was  sent  on  board  of  her  and  put  in  a  room  with  a  barred 
port,  the  door  locked  and  an  armed  sentry  placed  out- 
side. We  were  lying  in  some  back  water  from  which  it 
would  be  impossible  for  me  to  escape  to  the  mainland; 
even  had  I  done  so  I  would  have  had  to  pass  through 


222    HISTORY  OF  TRANSPORT  SERVICE 

the  ''most  intensely  guarded  city  of  Germany/'  as  they 
call  it.  One  of  the  German  officers  told  me  it  was  prac- 
tically impossible  even  for  him  in  uniform  to  get  out  of 
Wilhelmshaven  without  passing  through  an  enormous 
amount  of  red  tape. 

The  U-90  is  a  submarine  built  in  1916,  approximately 
200  feet  long,  carrying  two  10.5  c.  m.  guns — one  forward 
and  one  aft  of  the  conning  tower.  Captain  Eemy  boasted 
that  he  could  make  16  knots  speed  on  the  surface,  and 
that  he  had  demonstrated  the  superiority  in  speed  that 
German  submarines  have  over  the  American  submarines 
when,  some  time  previously,  he  had  had  an  encounter 
with  the  L-4;  that  they  had  maneuvered  in  trying  to 
get  a  shot  at  each  other;  that  both  submerged  two  or 
three  times ;  and  that  finally  he  was  able  to  fire  a  torpedo 
at  the  American  submarine  after  getting  into  position, 
owing  to  his  superior  surface  speed ;  that  just  as  he  was 
firing,  the  L-4  dove  and  his  torpedo  passed  a  few  feet 
over  her. 

While  I  was  aboard  we  never  submerged  to  a  depth 
greater  than  70  meters,  although  Captain  Remy  told  me 
he  could  go  to  100  meters.  That  last  day,  while  passing 
through  the  Kattegat,  when  we  were  submerged  for  over 
10  hours,  we  traveled  most  of  the  time  at  a  depth  of  70 
meters.  He  seldom  made  more  than  eight  knots  speed 
submerged — I  doubt  if  he  could  make  much  more.  He 
carried  a  crew  of  42  men  and  four  officers.  Another  of- 
ficer, Kapitan-Leutnant  Kahn,  was  aboard  for  purposes 
of  instruction,  having  had  his  request  granted  to  com- 
mand a  submarine  of  his  own.  While  I  was  at  Wilhelms- 
haven, Kapitan-Leutnant  Kahn  came  to  see  me  in  prison 
and  told  me  he  had  just  received  orders  to  proceed  to 
Kiel  and  take  command  of  one  of  the  new  submarines. 

Of  the  crew  of  42  men,  two  were  warrant  officers — 
one  the  navigator,  the  other  the  machinist.     The  Cap- 


ADVENTURES  OF  LT.  ISAACS        223 

tain's  three  assistants  were  lieutenants  corresponding  to 
our  grade  of  ensign.  One  was  a  Naval  Academy  man 
who  entered  the  Navy  in  1913 — he  was  a  deck  officer; 
another  was  a  reserve  ensign  from  the  merchant  fleet  by 
the  name  of  Wiedermann,  who  spoke  English  very  well, 
having  been  in  America  and  England  in  peace  times  on 
various  steamers;  the  other  officer  was  a  regular  who 
had  gone  to  their  school  for  engineers  and  who  was  re- 
sponsible for  the  efficiency  of  the  machinery ;  he  did  not 
stand  deck  watch.  The  watch  on  deck  was  stood  by  the 
navigator  (Warrant  Officer)  and  the  two  ensigns  (Leut- 
nants).  The  Captain,  Kapitan-Leutnant  Eemy,  took  the 
conn  when  ships  were  sighted  and  in  passing  through 
narrow  waters.  He  had  entered  the  Navy  in  1905  and 
had  traveled  considerably,  having  been  to  America  in 
1911  on  a  cruiser  which  put  in  at  Charleston,  South  Caro- 
lina, and  into  New  York,  in  both  of  which  places  he  had 
been  hospitably  entertained.  He  liked  America  but  could 
not  understand  why  America  had  entered  the  war.  He 
believed,  as  all  Germans  are  taught  to  believe  by  the 
governmental  propaganda,  that  our  entry  into  the  war 
must  have  as  its  motive  the  rendering  safe  of  the  millions 
we  loaned  to  France  and  England  earlier  in  the  war. 

When  I  was  captured  the  Germans  were  nearing 
Paris.  On  the  submarine  we  received  radio  reports 
every  day  and  it  did  look  bad  for  the  Allies.  Eemy  and 
his  officers  were  absolutely  confident  that  the  war  would 
be  over  in  a  few  months,  and  would  end  in  a  big  German 
victory,  for  as  they  said : 

'^  France  will  soon  be  overrun  by  our  armies  and  there 
will  be  no  place  for  the  American  troops  to  land.  Be- 
sides, you  are  coming  over  so  slowly  that  the  war  will 
be  ended  long  before  you  have  a  sufficient  number  of 
troops  in  Europe  to  affect  the  result." 

The  submarine  rolled  a  little  in  the  Atlantic,  though 


224    HISTORY  OF  TRANSPORT  SERVICE 

we  had  no  very  rougli  weather.  In  the  North  Sea  the 
choppy  seas  seemed  hardly  to  affect  it;  and  under  the 
surface  there  was  no  sensation  of  being  in  motion.  The 
air  inside  the  submarine  when  we  were  submerged  on 
the  last  day  for  ten  hours  was  becoming  disagreeable. 
However,  several  tanks  of  oxygen  were  carried  which 
Eemy  told  me  he  would  use  in  case  of  necessity.  The 
water-tight  doors  between  the  different  compartments 
were  kept  closed  at  all  times  after  entering  the  North 
Sea.  The  officers  and  crew  smoked  in  the  conning  tower 
or  on  deck,  but  nowhere  else.  The  wardroom  was  about 
six  feet  wide  and  seven  feet  long.  Here  we  ate  at  a  small 
table,  and  in  the  lockers  along  the  bulkhead  the  ward- 
room food  was  kept.  Here  also  they  installed  hammock 
hooks  and  swung  a  hammock  for  me  to  sleep  in  alongside 
two  bunks  used  by  Kahn  and  one  of  the  other  officers. 

Just  forward  of  this  room  was  a  smaller  compartment 
known  as  the  captain's  cabin,  in  which  he  had  his  desk 
and  bunk — with  scarcely  room  for  either.  Forward  of 
this  cabin  was  a  sleeping  compartment  for  the  men,  and 
forward  of  this  was  the  forward  torpedo  room.  I  was 
never  allowed  in  the  torpedo  rooms.  Abaft  the  ward- 
room on  the  starboard  side  was  a  small  cabin  about  four 
feet  wide  and  six  feet  long  occupied  by  the  two  other  offi- 
cers. Across  the  passage  on  the  port  side  was  the  radio 
room.  Abaft  these  two  small  compartments  was  the  con- 
trol room.  Here  there  were  always  two  men  on  watch. 
Abaft  the  control  room  was  the  other  living  compart- 
ment for  the  men.  Here  the  food  was  cooked  and  the  men 
ate  their  meals.  Abaft  this  was  the  engine  room  and  then 
the  after  torpedo  room.  The  men  slept  in  hammocks 
and  on  the  deck.  They  were  very  dirty  for  there  was  no 
water  to  wash  with.  In  the  wardroom  we  had  enough  to 
wash  our  hands  and  faces  every  day,  but  that  was  all. 


ADVENTURES  OF  LT.  ISAACS       225 

A  little  wine  was  carried  for  the  officers,  who  also 
had  eggs  two  or  three  times  while  I  was  on  board.  They 
had  sausage  at  every  meal,  canned  bread  and  lard,  which 
they  called  marmalade  and  used  on  their  bread.  Remy 
told  rde,  however,  that  the  people  on  the  submarines  were 
the  only  ones  who  had  an  unlimited  amount  of  meat  and 
the  like.  We  had  practically  four  meals  every  day;  at 
8:00  A.  M.,  breakfast;  at  12:00  o'clock  noon,  dinner;  at 
4 :00  P.  M.,  what  they  called  ''Kaffee,"  and  at  8 :00  P.  M. 
supper,  but  practically  every  meal  was  the  same,  at  least 
until  we  had  the  fresh  mutton  shot  on  North  Bona  Island. 
"Kaifee"  at  4:00  P.  M.  apparently  corresponded  to  our 
tea,  but  the  sausage  (or,  as  they  call  it,  "Wurst")  was 
placed  on  the  table  every  meal. 

After  supper  every  night  we  played  cards,  sometimes 
bridge  and  sometimes  a  new  game,  with  the  secrets  of 
which  I  was  soon  acquainted.  Captain  Eemy  tried  in 
every  way  possible  to  make  things  pleasant  for  me,  and 
when  I  asked  an  impossible  question  he  invariably 
told  me  he  did  not  think  he  ought  to  answer,  so  I  have 
great  confidence  that  what  he  did  tell  me  was  the  truth. 

The  TJ-90  and  most  of  the  other  German  submarines 
were  out  usually  not  more  than  five  or  six  weeks,  and 
then  in  port  about  three  weeks.  The  service  was  not 
severe  for  Eemy  got  leave  as  often  as  he  cared  to  have  it, 
and  indeed  it  was  deemed  the  height  of  good  fortune  by 
regular  officers  to  be  assigned  to  a  submarine.  The  crew 
seemed  happy  and  well  fed.  After  making,  I  think,  three 
round  trips,  they  were  entitled  to  the  Iron  Cross  and  to 
leave,  which  leave  covered  the  duration  of  the  stay  of 
the  submarine  in  port.  They  receive  extra  money  and 
they  get  the  best  food  in  Germany;  besides  which,  for 
every  day  that  they  submerge,  both  officers  and  men  re- 
ceive extra  money.    For  all  of  these  reasons  it  is  a  popu- 


226    HISTORY  OF  TRANSPORT  SERVICE 

lar  service.  On  this  trip  of  the  TJ-90  she  arrived  back  at 
Wilhelmshaven  the  thirty-third  day  after  leaving  Kiel. 

On  the  trip  we  received  news  of  German  submarines 
being  in  American  waters  from  the  Radio  Press.  Eemy 
was  chagrined  that  he  had  not  been  allowed  to  go  to 
America  with  the  JJ-90;  he  told  me  he  had  previously 
requested  it. 

I  was  in  my  prison  room  on  the  Preussen  two  or  three 
days.  Twice  I  saw  the  Commanding  Officer,  who  brought 
me  a  toothbrush  and  a  comb.  Remy  came  to  see  me  twice 
before  he  went  on  leave  and  gave  me  cigarettes.  He  also 
changed  into  German  money  a  $5  bill  which  I  had  found 
on  my  clothes.  I  had  him  get  me  some  toothpaste  and  a 
few  other  toilet  articles. 

After  the  two  visits  from  the  Commanding  Officer  of 
the  Preussen,  I  saw  no  more  of  him,  and  he  apparently 
left  my  rationing  and  entertainment  to  my  guards.  Some- 
times they  brought  me  food  and  sometimes  they  didn't. 
Practically  all  the  time  I  had  only  sour  black  bread  which 
was  almost  impossible  to  eat,  and  some  warm  water 
colored  with  Ersatz  coffee,  which  we  afterwards  found 
out  was  made  of  roasted  acorns  and  barley. 

A  PRISONER  IN  GERMANY 

Finally  I  was  taken  to  the  prison  on  shore,  to  what 
they  call  the  Commandatur.  I  was  escorted  through  the 
streets  by  a  warrant  officer  wearing  side  arms  and  a 
guard  of  about  four  men.  We  landed  from  a  launch  and 
walked  rapidly  through  the  streets  for  about  45  minutes. 
At  the  Commandatur  I  was  placed  in  a  room  which  opened 
off  a  corridor.  There  was  a  guard  in  the  corridor  out- 
side of  my  door;  the  door  was  kept  locked  at  all  times 
and  there  was  another  guard  outside  my  window.  The 
guards  were  armed  with  rifles  which  I  noticed  they  kept 


ADVENTURES  OF  LT.  ISAACS       227 

loaded.  Here  they  searched  me  and  took  my  identifica- 
tion tag.  They  also  took  my  gun  and  left  me  my  binocu- 
lars. Up  to  this  time  I  had  had  my  gun.  On  board  the 
submarine  I  cleaned,  oiled  and  loaded  it,  keeping  it  on 
Eemy's  desk. 

I  was  in  the  prison  at  Wilhelmshaven  two  days.  A 
naval  officer  visited  me  twice  and  questioned  me.  My 
food  was  the  same  as  it  had  been  on  the  Preussen.  At 
5  o'clock  the  morning  of  the  third  day  a  young  naval 
officer  and  two  men  came  for  me  and  took  me  to  the  sta- 
tion, where  we  boarded  a  train  for  Karlsruhe.  It  was 
then  I  realized  how  fortunate  I  was  to  have  the  $5  bill, 
for  I  had  nothing  to  eat  on  the  trip  except  a  sandwich 
which  the  officer  gave  me  from  his  lunch.  However,  at  the 
station  in  Hanover  he  allowed  me  to  buy  a  meal  when  he 
found  that  I  had  some  money.  We  came  by  way  of  Han- 
over, Frankfort,  Mannheil,  to  Karlsruhe.  Near  Wil- 
helmshaven there  were  large  herds  of  Holstein  cattle, 
apparently  for  the  fleet.  Those  were  about  the  only  cat- 
tle in  any  numbers  that  I  saw  in  all  Germany. 

When  we  arrived  at  Karlsruhe,  I  was  taken  to  what 
prisoners  call  the  "Listening  Hotel"  and  there  turned 
over  to  the  Army  authorities.  The  procedure  in  this 
hotel  is  as  follows :  An  officer  is  placed  in  a  room  alone ; 
the  doors  and  windows  are  locked ;  he  cannot  see  outside, 
and  he  is  in  communication  with  no  one.  After  a  day 
of  this  he  is  placed  with  an  officer  who  speaks  the  same 
language.  In  this  room  there  are  dictaphones  hidden 
under  tables,  in  chandeliers  and  in  similar  places.  In 
this  way  the  Germans  try  to  get  information  of  military 
value. 

My  second  day  at  this  hotel  I  was  placed  with  eight 
Frenchmen  in  another  room,  and  on  the  third  day  in  a 
room  with  three  British  officers.  While  we  were  there 
three  dictaphones  were  found  by  the  officers,  and  little 


228    HISTORY  OF  TRANSPORT  SERVICE 

time  was  lost  in  tearing  them  out  and  destroying  them. 

On  the  fourth  day  I  was  sent  to  the  ofiQcers'  camp  in 
the  Zoological  Gardens  at  Karlsruhe.  Here  I  found 
about  20  Italians,  10  Serbs,  100  French  and  50  British 
officers.  Among  this  number  were  one  French  Naval 
officer  by  the  name  of  Domiani  and  a  British  Warrant 
officer,  who  had  also  been  prisoners  on  board  U-boats. 
From  them  I  got  some  valuable  data  which  checked  up 
with  the  information  I  had  picked  up  on  board  the  U-90. 
This  information  I  considered  of  importance  to  enable 
the  Allies  to  locate  and  attack  enemy  submarines  and  I 
determined  to  escape. 

I  was  the  only  American  at  Karlsruhe,  but  the  British 
and  French  treated  me  as  one  of  themselves,  and  when 
they  heard  I  intended  to  escape  they  provided  me  with 
maps,  a  compass,  money  and  food.  For  two  weeks  I 
worked  on  plans  for  my  escape.  Two  plans  failed;  the 
third  (in  which  I  was  associated  with  some  British  and 
French  officers)  failed  when  a  letter  written  by  one  of 
the  French  officers  to  a  woman  in  Karlsruhe  fell  into  the 
hands  of  the  Conmiandant  of  the  camp.  The  aviator 
had  been  in  Karlsruhe  before  the  war  and  had  many 
friends  there.  Through  one  of  the  guards  he  had  com- 
municated with  one  of  these,  a  woman,  and  she  had  as- 
sisted in  our  plans.  When  the  Coromandant  found  the 
letter  he  suspected  a  big  camp  delivery,  so  Berlin  was 
notified  immediately. 

The  following  day  orders  came  from  Berlin  to  clear 
the  camp  of  all  officers.  In  the  forenoon  all  the  British 
left  except  the  aviators ;  these  were  followed  in  the  after- 
noon by  all  the  aviators  and  the  French  officers.  There 
then  remained  only  a  few  Italians,  some  Serbian  officers, 
two  British  generals  and  myself. 

I  found  the  generals  real  live  wires,  and  with  one  of 
them  I  made  plans  for  a  fresh  attempt.    We  could  not 


ADVENTURES  OF  LT.  ISAACS       229 

try  that  night  and  anyway  it  looked  as  if  we  were  to  be 
left  there  indefinitely  and  so  could  wait  for,  a  better  op- 
portunity. The  following  morning  at  6  o'clock  one 
of  the  interpreters  woke  me  and  told  me  to  be  ready  to 
leave  the  camp  in  half  an  hour.  I  dressed  and  hid  my 
compass  and  maps  as  best  I  could  in  the  short  time,  and 
passed  through  my  search  without  anything  being  found. 

Upon  entering  and  leaving  a  camp  each  officer  is 
searched  thoroughly.  If  any  suspicion  is  aroused  the 
officer  is  required  to  take  off  all  his  clothes  and  each 
garment  is  separately  inspected,  kneaded  to  see  if  the 
rustle  of  paper  can  be  heard,  and  finally  the  hems  are 
ripped  open,  gold  stripes  and  insignia  cut  off  to  see  if  a 
map  or  some  other  contraband  is  secreted  within.  Even 
the  soles  and  heels  of  the  shoes  are  cut  off  in  their  search 
— as  happened  in  my  case. 

I  had  no  regret  in  leaving  that  camp  for  I  felt  that 
I  could  not  be  much  worse  off,  and  I  might  possibly  find 
conditions  better  at  the  next  camp.  Besides,  we  consid- 
ered a  journey  the  best  time  for  attempting  to  escape. 
At  Karlsruhe  we  had  no  breakfast.  At  noon  we  had 
soup  made  out  of  leaves,  and  a  plate  of  black  potatoes 
or  horse  carrots,  or  something  similar.  At  night  the 
same  kind  of  soup  again,  and  that  was  all,  except  the  240 
grammes  of  black  bread  which  we  received  every  day. 

At  Karlsruhe  I  spent  about  three  weeks  and  in  all 
that  time  the  soup  was  never  changed.  It  was  absolutely 
tasteless.  It  was  hardly  possible  to  exist  on  that  ration, 
but  the  British  and  French  Red  Cross  Committees  had 
enough  food  to  considerably  ameliorate  conditions.  The 
French  Committee  had  orders  from  France  to  take  care 
of  Americans,  and  while  they  had  very  few  supplies,  I 
was  given  what  they  did  have  in  like  manner  to  their  own 
countrymen. 

The  morning  I  left  Karlsruhe,  I  noticed  that  all  the 


230    HISTORY  OF  TRANSPORT  SERVICE 

Serbians  and  about  20  Frenchmen  who  had  come  in  the 
night  before,  were  also  leaving  camp.  They  were  guarded 
by  four  sentries.  I  had  two.  I  was  marched  through 
the  town  to  the  station  and  on  to  the  train.  The  guards 
then  told  me  we  were  bound  for  Villingen  and  would 
get  there  about  3:00  P.  M.  I  saw  a  time  table  and 
planned  to  jump  from  the  train  at  the  first  opportunity, 
but  preferably  as  far  south  as  possible  in  order  not  to 
have  so  far  to  walk  to  reach  the  Swiss  frontier.  But 
never  once  had  I  the  least  opportunity  of  breaking  from 
the  guards.  They  sat  on  either  side  of  me  with  their 
guns  (which  were  loaded)  pointed  at  me  at  all  times. 
Finally  we  were  only  a  few  miles  from  Villingen,  the 
train  had  already  reached  and  passed  the  crest  of  the 
mountains  and  was  on  the  down  grade  making  good 
speed.  I  knew  it  had  to  be  now  or  not  at  all.  So  watch- 
ing my  chance  I  caught  one  guard  half  dozing  and  the 
other  with  his  head  turned  in  the  other  direction,  and 
jumping  past  them  I  dove  for  the  window.  It  was  very 
small,  probably  18x24  inches.  On  the  outside  of  the  car 
there  was  nothing  to  land  on  so  I  simply  fell  to  the 
ground.  Just  as  I  disappeared,  the  guards  who  had  been 
wondering  what  it  all  was  about,  jumped  to  their  feet 
with  a  shout  and  pulled  the  bell  cord.  The  train  came 
to  a  stop  about  300  yards  farther  on. 

In  the  meantime  I  had  landed  on  the  second  railway 
track.  The  ties  were  of  steel  and  in  falling  I  struck  my 
head  on  one  and  was  stunned  for  a  few  seconds.  But 
the  injury  that  did  the  damage  was  to  my  knees  which 
struck  another  tie  and  were  cut  so  badly  that  I  could  not 
bend  them.  I  struggled  to  my  feet  and  tried  to  shuffle 
off  towards  the  hills  and  forest  a  few  hundred  yards 
away.  But  by  this  time  the  guards  were  out  of  the  train 
and  firing  at  me.  I  kept  on  going  as  long  as  I  could, 
and  then  turned  around  and  found  that  the  guards  were 


ADVENTURES  OF  LT.  ISAACS       231 

only  75  yards  away,  so  I  held  up  my  hands  as  a  sign  that 
I  surrendered.  One  of  the  guards  had  just  fired.  The 
shot  passed  between  my  hat  and  shoulder,  and  had  they 
continued  firing  they  must  surely  have  hit  me.  When  I 
turned  they  were  on  me  in  a  few  seconds.  The  first 
guard  beat  me  with  the  butt  of  his  riffe  as  I  half  lay  and 
half  sat  on  the  side  of  the  hill.  I  remember  rolling  down 
hill,  gaining  additional  impetus  from  their  boots.  They 
kicked  me  until  I  got  up,  and  when  I  was  up  they  knocked 
me  down  again  with  their  guns.  I  noticed  many  people 
working  in  the  fields  who  came  over  to  look  on.  Finally 
in  knocking  me  down  the  seventh  or  eighth  time  one  of 
the  guards  struck  me  and  his  gun  broke  in  two  at  the  small 
of  the  stock.  Villingen  was  about  five  miles  away.  They 
marched  me  down  the  road  at  as  near  double  time  as  I 
could  make  shuffling  along.  They  were  beating  and  kick- 
ing me  continuously.  We  finally  arrived  at  the  prison 
camp  and  I  collapsed  on  the  guardhouse  porch.  I  was 
greeted  by  the  Commandant,  a  porkish  looking  individual 
and  typically  Prussian,  who  bellowed  at  me  in  German 
that  if  I  attempted  to  escape  again  I  would  be  shot.  An 
interpreter  told  me  what  he  said.  They  sent  for  the 
German  doctor  and  he  bandaged  me  from  head  to  foot 
with  the  paper  bandages  they  use. 

Then  I  was  put  on  a  bed  in  one  of  the  guardhouse 
cells.  For  three  days  I  could  not  move  and  the  vermin 
that  infected  the  place  made  it  almost  unbearable.  Later, 
when  I  had  recuperated  enough  to  move  my  arms  and 
upper  body,  I  was  able  to  keep  most  of  the  vermin  away 
while  I  was  awake.  My  body  was  covered  with  large  red 
eruptions,  for  the  German  fleas  are  as  poisonous  as  Ger- 
man propaganda. 

About  my  sixth  day  in  the  cell,  I  was  given  a  court- 
martial,  or  at  least  I  would  call  it  such.  There  were 
three  officers,  and  after  questioning  me  they  decided  that 


232    HISTORY  OF  TRANSPORT  SERVICE 

I  should  be  given  two  weeks'  solitary  confinement  in  my 
cell.  They  never  stopped  the  food  and  books  that  the 
American  officers  sent  in  to  me,  so  I  was  not  so  badly  off 
as  I  might  have  been.  "When  I  came  out  of  the  cell,  how- 
ever, I  weighed  only  120  pounds — I  had  lost  30. 

Thereupon  I  began  to  consider  fresh  plans  for  escape. 
Thanks  to  Eed  Cross  food,  I  built  up  and  got  myself 
in  good  physical  trim.  Three  plans  failed  due  to  treach- 
ery. There  must  have  been  some  spies  among  the  Rus- 
sian officers,  who  gave  our  plans  to  the  Germans.  We 
were  very  much  handicapped  there  because  all  the  or- 
derlies were  Russian  and  the  Russian  officers  themselves 
included  every  variety  from  the  regulars  captured  in  1914 
to  some  Bolsheviki.  We  could  trust  no  one.  Our  own 
officers  included  more  than  25  combatants,  about  20  doc- 
tors and  five  merchant  officers  taken  by  the  raider  Wolf. 

At  Villingen  the  food  was  practically  the  same  as  at 
Karlsruhe,  probably  a  little  better.  At  least  we  did  not 
notice  that  it  was  so  bad  because  we  seldom  ate  it,  having 
instead  our  regular  parcels  from  the  Red  Cross. 

The  Germans  had  finally  decided  to  make  Villingen 
an  exclusively  American  camp.  On  October  7th  all  the 
Russian  officers  were  to  be  shifted  to  the  north  of  Ger- 
many. We  knew  that  meant  a  thorough  search  for  the 
following  day.  Once  before  we  had  undergone  a  search 
but  fortunately  the  Germans  were  deceived  by  the  ex- 
emplary conduct  of  the  men  in  my  barracks,  and  passed 
us  by.  I  had  a  complete  set  of  tools,  over  100  large  screws 
taken  from  all  the  doors  in  the  camp,  and  four  long  chains 
made  out  of  wire,  which,  a  few  days  previously,  had 
enclosed  the  tennis  court.  All  these  things  were  neces- 
sary in  almost  any  plan  of  escape  that  we  might  devise, 
and  I  could  not  afford  to  lose  them.  In  the  other  bar- 
racks they  found  several  compasses,  maps  and  other  con- 
traband.    On  one  aviator  they  found  a  map  sewed  inside 


ADVENTURES  OF  LT.  ISAACS       233 

the  double  seat  of  his  trousers.  This  cost  him  six  days* 
solitary  confinement.  But  we  had  suffered  one  disaster 
in  this  search :  that  was  the  loss  of  our  material  for  lad- 
der building  which  we  had  prepared  out  of  bedslats  after 
prolonged  efforts. 

THE  ESCAPE 

On  Sunday,  October  6th,  the  day  before  the  Russians 
were  to  leave  camp,  I  called  a  meeting  in  my  barracks 
of  the  12  other  officers  whom  I  knew  were  interested  in 
getting  away.  I  insisted  that  we  go  that  night.  Our 
plan  was  to  try  and  go  over  or  cut  through  the  fences 
in  different  parts  of  the  yard  simultaneously.  We  di- 
vided up  into  four  teams.  I  had  the  first  team,  consisting 
of  two  aviators  and  myself;  Major  Brown  the  second 
team,  consisting  of  one  of  the  aviators  and  two  infantry 
officers;  Lieutenant  Willis  of  the  Lafayette  Escadrille 
the  third  team,  consisting  of  three  other  aviators;  the 
fourth  team  was  composed  of  two  aviators  who  decided 
to  go  at  the  last  minute. 

The  defensive  works  of  the  camp  consisted  first  of  the 
barred  windows  in  the  barracks,  which  ran  along  parallel 
to  the  outer  fences ;  then  a  ditch  filled  with  barbed  wire 
and  surmounted  by  a  four-foot  barbed  mre  fence.  This 
was  about  eight  feet  outside  the  line  of  barracks.  About 
seven  feet  outside  the  ditch  was  the  last  artificial  defense 
— a  barbed  wire  fence  about  eight  or  ten  feet  high  with 
top  wires  curved  inward  out  of  the  vertical  plane  of  the 
rest  of  the  fence.  This  was  to  prevent  any  one  from 
climbing  up  and  over,  which  would  have  been  simple 
with  a  fence  straight  up  and  down.  Outside  the  outer 
fence  was  a  line  of  sentries  about  one  for  every  30  yards, 
and  inside  the  yard  there  were  two  sentries  who  patrolled 
at  their  discretion. 


234    HISTORY  OF  TRANSPORT  SERVICE 

The  plan  of  the  first  team  was  to  cut  the  iron  grating 
of  the  window  in  my  barracks  and  launch  a  bridge 
through  the  opening  out  to  the  top  of  the  outer  barbed 
wire  fence.  "We  were  to  then  crawl  along  the  bridge  and 
drop  down  outside  the  ^ire.  The  second  team  had  wire 
cutters  and  were  to  cut  through  the  outer  wire.  The 
third  team  were  to  go  out  of  the  main  gate  with  the  guard 
oif  duty  when  it  rushed  out  in  pursuit  of  the  other  teams. 
The  fourth  team  were  to  build  a  small  ladder  and  climb 
over  the  outer  fence. 

At  10 :30  the  barracks  lights  were  turned  out  as  usual. 
Shortly  afterwards  the  signal  was  given  and  a  team  con- 
sisting of  doctors  threw  the  chains  and  short  circuited  all 
the  lighting  circuits  in  the  camp. 

I  have  never  been  able  to  find  out  how  the  other  teams 
fared,  except  to  know  that  Willis  of  the  third  team  and 
one  of  the  fourth  team  got  out  of  the  camp.  My  team 
was  more  successful.  The  night  before  one  of  the  offi- 
cers and  I  stole  out  to  the  tennis  court  and  brought  into 
my  barracks  the  two  long  wooden  battens  used  as  mark- 
ers. We  hid  them  under  the  beds.  They  were  about  2^/2 
inches  wide,  one  inch  thick  and  were  18  feet  long.  I  had 
had  my  eye  on  them  for  a  long  time  because  they  were 
the  only  things  in  the  camp  to  reach  from  the  window 
ledge  to  the  outer  barbed  wire  fence.  They  were  very 
light  and  of  course  would  not  hold  any  weight,  but  I  had 
a  plan  to  remedy  that.  Two  Army  officers  who  did  not 
care  to  go  were  to  launch  the  bridge  through  the  window 
to  the  outer  fence,  leaving  the  three-foot  overlap  on  the 
inboard  side.  When  we  crawled  over  the  bridge  they 
would  then  put  their  weight  on  the  ends  that  overlapped 
and  this  would  neutralize  the  great  bending  moment  at 
the  middle  of  the  span. 

I  had  stolen  Red  Cross  food  boxes  and  with  the  boards 
from  these  I  made  little  flats  which  when  screwed  to  the 


ADVENTURES  OF  LT.  ISAACS       235 

long  battens  (nailing  would  have  attracted  the  guards) 
would  make  a  very  passable  bridge.  In  the  afternoon  one 
of  my  team  and  I  cut  and  filed  the  grating  in  my  window. 
It  had  to  be  done  when  the  guards  were  at  the  end  of  their 
beats  outside,  but  we  finally  finished  by  dark.  After  last 
muster  at  7 :00  P.  M.  we  began  on  the  bridge  and  finished 
it  by  10  dOO  o  'clock.  I  then  blackened  it  with  shoe  black- 
ing so  it  would  not  appear  white  in  the  darkness. 

As  the  lights  went  out  the  bridge  was  thrown  across 
and  the  smallest  in  the  team  of  three  crawled  out.  I  was 
second  and  the  heaviest  man  third.  When  the  bridge 
struck  the  outer  fence,  the  nearest  guards  ran  to  the  spot 
singing  out:  ''Halt!  Halt!"  As  the  first  man  reached 
the  end  of  the  bridge  and  dropped  to  the  ground  outside, 
I  was  beside  him  before  he  could  straighten  up  and  coach- 
ing him  I  dashed  past  the  guards,  who  were  then  within 
a  few  feet  of  us  preparing  to  fire.  As  we  passed  them 
they  fired  and  the  flash  of  the  gun  on  my  right  almost 
scorched  my  hair.  Then  I  heard  the  third  man  jump 
to  the  ground.  We  continued  to  run  directly  away  from 
the  camp  and  the  whole  side  opened  fire.  Although  the 
bullets  were  singing  all  around  us,  we  were  not  hit.  By 
our  thus  drawing  fire,  the  other  teams  had  a  fine  oppor- 
tunity to  cut  their  way  out. 

A  few  minutes  later  the  guard  of  about  40  men  sleep- 
ing in  the  guardhouse  rushed  out  of  the  main  gate  in 
answer  to  the  firing,  and  Willis  came  out  with  them,  was 
fired  on,  but  finally  kept  his  rendezvous  with  me  about 
two  miles  away.  Knowing  that  in  a  few  minutes  the  bat- 
talion of  at  least  300  men,  together  with  hounds,  would 
be  on  our  trail,  we  headed  across  country  and  put  several 
miles  between  us  and  the  camp.  We  continued  thus  for 
six  days  and  nights,  walking  mostly  in  the  night  time, 
never  on  roads  and  bridges,  which  are  patrolled,  but 


236    HISTORY  OF  TRANSPORT  SERVICE 

through  the  rivers,  fields  and  mountains,  and  finally  on 
the  seventh  night  we  came  to  the  Ehine. 

We  had  travelled  about  120  miles,  although  the  dis- 
tance as  the  crow  flies  is  perhaps  only  about  40  miles.  We 
had  a  little  food  in  our  pockets,  but  lived  mostly  on  the 
raw  vegetables  in  the  fields.  When  we  came  to  the  Ehine 
we  spent  about  four  hours  trying  to  get  past  the  sentries, 
and  finally  had  to  crawl  the  last  half  mile  on  our  hands 
and  knees  down  the  bed  of  a  mountain  creek. 

About  2 :00  A.  M.,  Sunday,  October  13,  we  were  crouch- 
ing in  the  water  at  the  moufh  of  this  creek  where  it  flows 
into  the  Rhine.  The  hardest  fight  was  still  before  us. 
In  whispers  we  discussed  the  next  move  and  then  took 
off  most  of  our  clothes.  As  we  stepped  farther  out,  the 
current  caught  us  and  swept  us  away.  The  stream  at 
this  point  is  200  meters  wide  and  has  a  current  of  12 
kilometers  an  hour.  The  water  was  like  ice,  but  when  I 
had  been  carried  to  the  center  of  the  stream  I  couldn't 
get  out.  After  fighting  for  ten  minutes,  I  made  one  last 
effort  and  managed  to  get  past  the  worst  of  the  center, 
and  then  just  as  the  last  of  my  strength  had  gone  my  feet 
touched  the  rocks. 

I  was  then  in  Switzerland.  After  a  rest  I  crawled  up 
the  bank  and  in  a  few  minutes  found  a  house,  where  I 
was  taken  in  and  put  to  bed.  The  next  morning  I  was 
turned  over  to  the  gendarmes.  They  had  also  located 
Willis  in  a  house  about  three  miles  further  down,  where 
he  found  himself  after  his  swim. 

The  Swiss  were  elated  when  they  heard  we  were 
Americans.  They  took  us  to  Berne  and  turned  us  over 
to  the  American  Legation  on  October  15th,  where  we  were 
provided  with  passports.  While  there  we  were  inter- 
viewed by  the  American  Commission  for  the  exchange  of 
prisoners  of  war.  We  borrowed  money  from  the  Ameri- 
can Red  Cross  and  proceeded  to  Paris  and  there  awaited 


ADVENTURES  OF  LT.  ISAACS       237 

orders  from  October  ISth  to  21st.  I  was  ordered  to 
London,  where  I  had  asked  to  be  sent,  arrived  October 
23rd,  and  reported  to  Vice  Admiral  Sims,  to  whom  I 
gave  my  information  in  the  form  of  a  detailed  report. 
The  British  Admiralty  kept  me  for  three  days  and  it  was 
November  2nd  before  I  left  England,  being  then  ordered 
to  report  to  the  Bureau  of  Navigation,  Washington, 
B,  C,  where  I  arrived  November  11,  1918. 


APPENDICES 


240    HISTORY  OF  TRANSPORT  SERVICE 


TABLE  A 

ORGANIZATION,  CRUISER  AND  TRANSPORT  FORCE, 
UNITED  STATES  ATLANTIC  FLEET,  July  1,  1916 

Rear  Admiral  Albert  Gleaves,  Commander 
CRUISER  FORCE 

SQUADRON  ONE  (Rear  Admiral  Albert  Gleaves) 


Division  ONE 
SEATTLE  (Flag) 
NORTH  CAROLINA 
MONTANA 
HUNTINGTON 


Di\asion  TWO 
SOUTH  DAKOTA 
PUEBLO 
FREDERICK 
SAN  DIEGO 


Di^-ision  THREE 
COLUMBIA 
MINNEAPOLIS 
DE  KALB 
VON  STEUBEN 


Special  Duty 

Division 
NIAGARA 
DUBUQUE 


SQUADRON  TWO  (Rear  Admiral  Marbury  Johnston) 


Division  FOUR 

(Rear  Admiral  H.  P.  Jones) 

SIALIA  (Flag) 

CHARLESTON 

ST.  LOUIS 

ROCHESTER 

OLYMPIA 


Division  FIVE 

ISIS  (Flag) 
DENVER 
GALVESTON 
CLEVELAND 
DES  MOINES 


Division  SIX 

ALBANY 
NEW  ORLEANS 
TACOMA 
CHATTANOOGA 


FRENCH  MEN-OF-WAR  OPERATING  WITH  CRUISER   FORCE 
(Rear  Admiral  Grout) 
GLOIRE  (Flagship)  MARSEILLAISE  DU  PETIT  THOUARS 

TRANSPORT  FORCE 

NEW  YORK  DIVISION  (Rear  Admiral  Albert  Gleaves) 


AGAMEMNON  LENAPE 

AMERICA  LEVIATHAN 

CALAMARES  LOUISVILLE 

FINLAND  MALLORY 

GEORGE  WASHINGTON  MANCHURIA 


GREAT  NORTHERN 

HANCOCK 

HARRISBURG 

HENDERSON 

KROONLAND 


MATSONIA 

MAUI 

MONGOLIA 

MOUNT  VERNON 

NORTHERN  PACIFIC 


ORIZABA 

PLATTSBURG 

PRESIDENT  GRANT 

PRINCESS  MATOIKA 

RIJNDAM 

SIBONEY 

SIERRA 

ST.  PAUL 

WILHELMINA 


NEWPORT  NEWS  DIVISION  (Rear  Admiral  H.  P.  Jones) 
AEOLUS  MARTHA  WASHINGTON       POWHATAN 

ANTIGONE  MERCURY  SUSQUEHANNA 

HURON  PASTORES  TEN  ADORES 

MADAWASKA  POCAHONTAS  ZEELANDIA 

FOREIGN  VESSELS  OPERATING  WITH  TRANSPORT  FORCE 
NEWPORT  NEWS  DIVISION 
AMERICA  DANTE  ALIGHIERI         FRANCE  PATRIA 

CASERTA  DUCA  DEGLI  ABRUZZI  KURSK  RE  D'lTALIA 

CZAR  DUCA  D'AOSTA  LUTETIA  SOBRAL 

CZARITZA 


APPENDIX:  TABLE  B 


241 


TABLE  B 

Report  by  Months  of  Transport  and  Escort  Duty  Performed  by  U.  S.  and 
Foreign  Navies  up  to  Signing  of  the  Armistice 


>1  CO 

Xi  a 

-a 

.  i> 

^   o 
««  a 

O  in 

.  a 

o  g 

'C 

ft 

Men 

m 

-a  ft 
•J  3 

^  03 

S  3^ 

tn  ft 

■5  « 

CA5 

o  s^ 

.Cfi 

S 

^H 

6 

^d 

63 

03 

o 

1917 

U 

Ji^ 

^h:) 

^^ 

May 

0 

0 

508 

2 

0 

0 

1035 

3 

June 

8855 

9 

1080 

1 

0 

0 

5156 

8 

July 

5281 

8 

7299 

6 

0 

0 

0 

0 

Aug. 

4310 

6 

11890 

7 

0 

0 

1109 

2 

Sept. 

13917 

15 

19671 

12 

0 

0 

0 

0 

Oct. 

25098 

14 

13013 

9 

0 

0 

0 

0 

Nov. 

9988 

9 

10669 

7 

0 

0 

1235 

2 

Dec. 

37445 

16 

11370 

9 

0 

0 

0 

0 

1918 

Jan. 

25662 

16 

20514 

9 

0 

0 

0 

0 

Feb. 

39977 

17 

9259 

4 

0 

0 

0 

0 

Mar. 

58278 

20 

27626 

14 

0 

0 

1 

1 

Apr. 

67553 

27 

47362 

20 

2626 

2 

737 

11 

May 

96273 

33 

133795 

75 

12127 

6 

3288 

22 

June 

115256 

36 

140172 

■  70 

14465 

7 

6003 

11 

July 

108445 

33 

175526 

89 

11502 

7 

4020 

13 

Aug. 

116401 

36 

137745 

74 

9376 

6 

8495 

15 

Sept. 

107025 

35 

134576 

69 

7052 

4 

5511 

18 

Oct. 

72092 

43 

94214 

57 

11098 

7 

4709 

17 

To 

Nov.  11 

1191 

9 

10698 

12 

0 

0 

235 

3 

Grand 

Total 

911047 

388 

1006987 

546 

68246 

39 

41534 

126 

242    HISTORY  OF  TRANSPORT  SERVICE 
TABLE  B  [Continued] 

Report  by  Months  of  Transport  and  Escort  Duty  Performed  by  U.  S.  and 
Foreign  NA\^ES  up  to  Signing  of  the  Armistice 


1.1 

a. 

S.  Navy 
nd  by 
Ships 

00   . 

am 

-a 

"5 

-si 

6^ 

P3 

13 

"0  a 

III 

^•1 

m 

m 

a, 
m 

1 

^1 

1917 

0)  D 

6 

o  o 

"3 
o 

~5 
o 

6 

May 

0 

0 

1035 

3 

1543 

5 

67 

33 

0 

June 

0 

0 

14011 

17 

15091 

18 

59 

6.5 

0 

July 

296 

1 

5281 

8 

12776 

15 

41 

57 

0 

Aug. 

2094 

2 

5419 

8 

19403 

17 

22 

61 

0 

Sept. 

0 

0 

13917 

15 

33588 

27 

41 

59 

0 

Oct. 

1916 

1 

25098 

14 

40027 

24 

62.5 

32,5 

0 

Nov. 

1830 

1 

11223 

11 

23722 

19 

41.5 

46 

0 

Dec. 

0 

0 

37445 

16 

48815 

25 

77 

23 

0 

1918 

JaD. 

1879 

1 

25662 

16 

48055 

26 

53 

42.5 

0 

Feb. 

3 

1 

39977 

17 

49239 

22 

81.5 

18.5 

0 

Mar. 

1895 

4 

56279 

27 

85710 

45 

65 

33 

0 

Apr. 

1794 

5 

68290 

38 

120072 

63 

56 

39.5 

2 

May 

2231 

5 

99561 

55 

247714 

141 

39 

53.5 

5 

June 

4538 

4 

121259 

47 

280434 

128 

41.25 

50 

5 

July 

118G6 

5 

112465 

46 

311359 

147 

35 

56.5 

3.5 

Aug. 

14358 

9 

1248S6 

51 

286375 

140 

41 

48 

3 

Sept. 

5506 

S 

112536 

53 

259670 

129 

41 

52 

3 

Oct. 

1950 

8 

76801 

60 

184063 

127 

39 

51 

6 

To 

Nov.  11 

0 

0 

1426 

12 

12124 

24 

10 

88 

0 

Grand 

Total 

52066 

43 

952581 

514 

2079880 

1142 

43.75 

48.25 

3 

APPENDIX:  TABLE  B 

TABLE  B  [Completed] 


243 


Report  by  Months  of  Teanspobt  and  Escort  Duty  Performed  by  U.  S.  and 
Foreign  Navies  up  to  Signing  of  the  Armistice 


•5 

■3  - 

^   .« 

(^-^.S- 

O 

o 
o 

f/3 

O 

o 

o 
o 

1 

o 
o 

0)  tn 

in 

w 

o 

Cm 

a 

i 

1917 

61^ 

a 

a 

Si 

a 

d 

a 
&5 

a 

May 

0 

0 

G7 

258 

1285 

0 

17 

83 

0 

June 

34.5 

0 

93.5 

15032 

59 

0 

99 

1 

0 

July 

0 

2 

41 

10003 

2566 

247 

78.5 

20 

1.5 

Aug. 

6 

11 

28 

12259 

4129 

3015 

63 

21 

16 

Sept. 

0 

0 

41 

17432 

12898 

3258 

51.5 

39 

9.5 

Oct. 

0 

5 

62.5 

30893 

3134 

0 

92.5 

7.5 

0 

Nov. 

4.5 

8 

40 

13246 

10470 

0 

56.5 

43.5 

0 

Dec. 

0 

0 

77 

42783 

6032 

0 

87.5 

12.5 

0 

1918 

Jan. 

0 

4.5 

53 

35827 

12228 

0 

75 

25 

0 

Feb. 

0 

0 

81.5 

48795 

444 

0 

99 

1 

0 

Mar. 

0 

2 

05 

73095 

12615 

0 

85 

15 

0 

Apr. 

1 

1.5 

57 

91308 

28764 

0 

75.5 

24.5 

0 

May 

1.5 

1 

40.5 

220403 

20652 

599 

88.5 

11 

.5 

June 

2.25 

1.5 

43.5 

244G31 

30912 

4891 

87.5 

11 

1..^ 

July 

1 

4 

36 

258332 

40.S29 

6698 

83 

15 

2 

Aug. 

3 

5 

44 

2379^:0 

22572 

25883 

83 

8 

9 

Sept. 

2 

2 

43 

224298 

20681 

14691 

,  86 

8 

G 

Oct. 

3 

1 

42 

130274 

51454 

2335 

70.5 

28.5 

1 

To 

Nov.  11 

2 

0 

12 

7451 

4073 

0 

61.75 

38.25 

0 

Grand 

Total 

'2.5 

2.5 

46.25 

1720300 

297903 

61617 

82.75 

14.125 

3.125 

244     HISTORY  OF  TRANSPORT  SERVICE 


TABLE  C 


Report  by  Months  of  Transport  Dtttt  Performed  by  TJ.  S.  Navy  and  All 

Other  Ships,  U.  S.  and  Foreign,  in  Returning  Troops  and  Other 

Passengers  to  U.  S.  Prior  to  Signing  of  Armistice 


4) 

t^ 

fc.    0) 

t-  9 

OJ 

u  o 

M 

All  0th 
S.  and 
gn 

-a 

u   ft 

".1 

O 

>>  ft 

>.u'H 

Ocg 

•E  S 

g 

a 

1< 

Is 

oo 

o  ^ 

^^ 

^i 

e3 

fe5§ 

1917 

May 

June 

July 

August 

September 

October 

41 

6 

47 

87.3 

12.7 

November 

37 

37 

100 

December 

1918 

January 

m 

1 

67 

98.6 

1.4 

February 

274 

80 

360 

76 

24 

March 

402 

86 

488 

82.3 

17.7 

April 

508 

46 

554 

91.7 

8.3 

May 

544 

39 

583 

93.3 

6.7 

June 

308 

101 

469 

78.4 

21.6 

July 

946 

23 

969 

97.6 

2.4 

August 

1920 

67 

1987 

96.6 

3.4 

September 

1710 

50 

1766 

97 

3 

October 

3430 

300 

3742 

91.8 

8.2 

To  Nov.  11 

959 

183 

1142 

84 

16 

Total 

11211 

1000 

12211 

91.8 

8.2 

APPENDIX:  TABLE  D 


245 


TABLE  D 

Report  bt  Months  of  Transport  Duty  Performed  by  U.  S.  Navy  and  All 

Other  Ships,  U.  S.  and  Foreign,  in  Returning  Troops  and  Other 

Passengers  to  U.  S.  Since  Signing  of  Armistice 


0) 

tH 

t,  4J 

fi    o 

Ci 

O  O 

■a 

a 
o 

<n    0 

03 -a 

rried  by  All  0th 

Ships  U.  S.  and 

Foreign 

^3 

-0  a, 

^T3 

on 

03 

U 

1918 

From  Nov.  11 

7689 

508 

8197 

93.9 

6.1 

December 

47228 

22861 

70089 

67.2 

32.8 

1919 

January 

97039 

23097 

120136 

80.8 

19.2 

February 

96368 

444G3 

140831 

68.3 

37.7   , 

March 

165312 

42049 

207361 

79.7 

20.3 

April 

21.3697 

30806 

274503 

88.8 

11.2 

May 

278600 

34610 

313210 

89.0 

11.0 

June 

314167 

26779 

340946 

92.0 

8.0 

July 

268049 

27162 

295211 

90.8 

9.2 

August 

112694 

2127 

114821 

98.0 

2.0 

September 

44890 

2961 

47851 

93.8 

6.2 

Total 

1675733 

257423 

1933156 

86.7 

13.3 

246     HISTORY  OF  TRANSPORT  SERVICE 


TABLE 
RECORD  OF  SHIPS  OF  THE 

CoBtPLETB  List  of  All  U.  S.  Naval  Transports  and  U.  S.  Battleships  and 
THE  Dates  of  June  14,  1917,  antj  October  1,  1919,  Which 

THE  Cruiser  and 

The  following  Naval  Transports  were  used  in  transporting  troops  to  and  from  France 

employed  in  transporting 


. 

«  2 

Voyages  INIade  Prior 

60  Sj 

o  S 

to  Signing  of  Armistice 

Name  of  Ship 
Date  Placed  in  Commission 

a 

1 

g.--5 

SO 
C  to 
C.S 

i 

a  u 

■s|r 

Si  o* 

1^. 

^ 

or  Attached  to  Force 
Type  of  Vessel 

"5. 

(5 

11 

£  a 

§  "i  a 

oj- 

3  a 

2; 

3  3 

3s 

1 

Aeolus 

Aug.  4-17,  Ex-German 

22000 

2800 

3500 

8 

24770 

400 

2 

Agamemnon 

Aug.  21-17,  Ex-German 

30000 

3400 

5800 

10 

36097 

214 

3 

America 
Aug.  6-17,  Ex-German 

41500 

4000 

7000 

9 

39768 

168 

4 

Antigone 

Sept.  5-17,  Ex-German 

15000 

2000 

3500 

8 

16526 

101 

5 

Calamares 

Apr.  9-18,  Am-Passenger 

10000 

1400 

2200 

5 

7657 

0 

6 

Covington 
July  28-17,  Ex-German 

41500 

3400 

4100 

6 

21628 

0 

7 

De  Kaib  (Aux.  Cruiser) 
May  12-17,  Ex-German 

14280 

800 

1600 

11 

11334 

48 

8 

Finland 

Apr.  26-18,  Am-Passenger 

22000 

3500 

3800 

5 

12654 

16 

9 

Geo.  Washington 

Sept.  6-17,  Ex-German 

39435 

5600 

6500 

9 

48373 

484 

10 

Great  Northern 

Nov.  1-17,  Am-Passenger 

14000 

2800 

3300 

10 

28248 

677 

11 

Hancock 

Marine  Transport 

10000 

1000 

1000 

2 

1438 

0 

12 

Harrisburg 

May  29-18,  Am-Passenger 

15000 

2100 

2600 

4 

9855 

0 

13 

Henderson 

May  24-17,  Marine  Transp. 

10000 

1800 

2500 

10 

16352 

112 

14 

Huron 
July  25-17,  Ex-German 

15000 

2300 

3400 

8 

20871 

67 

15 

K.  dor  Nederlanden 

Apr.  4-18,  Dutch  ChartVd 

13600 

2200 

2200 

3 

6283 

0 

16 

Kroonland 

Apr.  25-18,  Am-Passenger 

22000 

3300 

3800 

5 

14125 

77 

17 

Lcnape 

Apr.  24-17,  Am-Passengcr 

7000 

1200 

1900 

6 

8975 

0 

APPENDIX:  TABLE  E 


247 


CRUISER  AND  TRANSPORT  FORCE 

Cruisers  Engaged  in  Transporting  Troops  to  and  from  France  between 
Were  Operated  under  the  Command  of  the  Commander  of 
Transport  Force 

during  the  War  and  continued  in  service  after  the  Armistice  was  signed  and  were 
troops  hack  from  France 


i    Voyages  Made  from  Signing 

of  Armistice  to  Oct.  1,  1919 

OS   o 

St3 

<!, 

Final  Disposition 

*=  5  ,, 

.     a 

lU 

111 

Date  of  Arrival  in  U.  S.  on 

Al 

s  i;  tj 

au  a 

Last  Voyage  as  a  Transport 

■     2-3 

^S2 

a  ew 

I'S 

^3^2 

Date  Placed  out  of  Commission 

'  a  s 

3  o  a 

^g2 

"3  3 

ll*" 

or  Transferred  from  Force 

jg- 

3^ 

"O    So 

7 

182 

22080 

5018 

47432 

Shipping  Board 

Sept.  5-19— Sept.  5-19 

9 

1782 

41179 

4425 

78249 

Army  Transport  Service 
Aug.  18-19— Aug.  27-19 

8 

42 

46823 

4668 

86801 

Army  Transport  Service 
Sept.  15-19— Sept.  26-19 

8 

13 

22065 

4150 

38705 

Army  Transport  Service 
Sept.  15-19— Sept.  24-19 

5 

41 

10113 

21 

17821 

United  Fruit  Co. 

Aug.  17-19— Aug.  19-19 

0 

0 

0 

0 

21628 

Torpedoed  and  sunk,  July  1,  1918 

8 

1 

8949 

3868 

20332 

Shipping  Board 

Sept.  5-19— Sept.  6-19 

8 

11 

27762 

4435 

40443 

Inter.  Mercantile  Marine 
Sept.  4-19— Sept.  4-19 

9 

•      351 

34142 

5085 

83350 

8 

2308 

22852 

5522 

54085 

Army  Transport  Service 
Aug.  8-19— Aug,  15-19 

0 

0 

0 

0 

1438 

June  4-18— Sept.  7-19 

6 

624 

14140 

2808 

24619 

Inter.  Mercantile  Marine 
Aug.  28-19— Aug.  11-19 

6 

822 

8606 

4284 

25892 

Aug.  25-19— Sept.  12-19 

7 

138 

20582 

1546 

41658 

Shipping  Board 

Aug.  23-19— Aug.  25-19 

6 

0 

11339 

1296 

17622 

Dutch  Government 

Aug.  19-19— Aug.  19-19 

8 

22 

23598 

2554 

37822 

Shipping  Board 

Sept.  10-19— Sept.  13-19 

0 

0 

0 

8 

8975 

United  Fruit  Co. 

Sept.  3-18— Oct.  29-18 

248    HISTORY  OF  TRANSPORT  SERVICE 


TABLE  E 
RECORD  OF  SHIPS  OF  THE 


tr 

to  2 

Voyages  Made 

Prior 

tf  s 

•ss 

to  Signing  of  Armistice 

I.I 
to 

_ 

4 

Name  of  Ship 
Date  Placed  in  Commission 

a 

a 
i 

^  a 
§1 

S  a 

a-a 

°  3  9- 

2: 

or  Attached  to  Force 
Type  of  Vessel 

0 

^1 

11 

.0  S 

a  s 

1^1 

C   >-    3 

3  M  d 

^S 

C3   D. 

^^ 

■ 

.-3  5> 
1 

18 

Leviathan 

July  25-17,  Ex-German 

69000 

9000 

12000 

10 

96804 

650 

19 

Louis\alIe 

Apr.  27-18,  Am-Passenger 

14000 

2300 

2500 

4 

9247 

14 

20 

Ma  da  wa  ska 

Aug.  27-17,  Ex-German 

15000 

2000 

2800 

9 

17931 

21 

21 

H.  R.  Mallory 

Apr.  17-18,  Am-Passenger 

11000 

1800 

2000 

6 

9756 

0 

22 

Manchuria 

Apr.  25-18,  Am-Passenger 

26500 

3500 

4800 

4 

14491 

16 

23 

Martha  Washington 
Jan.  2-18,  Ex-German 

14500 

2800 

3400 

8 

22311 

185 

24 

Matsonia 

March  1-18,  Am-Passenger 

17000 

2300 

3400 

6 

13329 

10 

25 

Maui 

March  6-18,  Am-Passenger 

17500 

3500 

3800 

4 

11042 

11 

26 

Mercury 

Aug.  3-17,  Ex-German 

16000 

2900 

3200 

7 

18542 

20 

27 

Mongolia 

May  8-18,  Am-Passenger 

26695 

3700 

4700 

5 

19013 

24 

28 

Mount  Vernon 

July  28-17,  Ex-German 

32130 

3100 

5800 

9 

33692 

86 

29 

Northern  Pacific 

Nov.  1-17,  Am-Passenger 

12500 

2400 

2800 

9 

20711 

38 

30 

Orizaba 

May  27-18,  Am-Passenger 

13000 

3100 

4100 

6 

15712 

16 

31 

Pastores 

May  6-18,  Am-Passenger 

13000 

1000 

2100 

6 

9928 

99 

32 

PlattKsburg 

May  25-18,  Am-Passenger 

10000 

2300 

2600 

4 

8776 

411 

33 

Pocahontas 

July  25-17,  Ex-German 

14500 

2400 

2900 

9 

20503 

221 

34 

Powhatan 

Aug.  16-17,  Ex-German 

17000 

1800 

3100 

7 

14613 

46 

35 

Pros.  Grant 
Aug.  2-17,  Ex-German 

33000 

4800 

5900 

8 

39974 

0 

36 

Pres.  Lincoln 

July  25-17.  Ex-German 

29000 

3800 

4700 

5 

20143 

0 

37 

Princess  Matoika 

May  27-18,  Ex-German 

17500 

3500 

3900 

6 

21210 

206 

38 

Rijndam 

May  1-18,  Dutch  Charfr'd 

22070 

3100 

3700 

G 

17913 

439 

M± 


PPENDIX:  TABLE  E 


249 


IContinued] 

CRUISER  AND  TRANSPORT  FORCE 


Voyages  Made  from  Signins; 

of  Armistice  to  Oc 

t.  1,  1919 

■H-a 

S-o 
2  =  . 

„ 

— 

Final  Disposition 

<'2 

<'^ 

M  g 

'    S  «j 

ft*-  *c 

a 

t*  i*  2 

"o  S  g 

^"2  S 

Date  of  Arrival  in  U.  S.  on 

9  Si  3 

S^2 

au  a 

3    m    0 

Last  Voyage  as  a  Transport 
Date  Placed  out  of  Commission 

.3   mW 

III 

^"S 

^  s- 

or  Transferred  from  Force 

a  2 

^S  o 

^  a 
■3  3 

ca  a 

1^ 

-si 

3  1°" 

i!  0 

|S 

.9 

1517 

93746 

10913 

192753 

Shipping  Board 

Sept.  8-19— Sept.  9-19 

7 

166 

14823 

1538 

24250 

Inter.  Mercantile  Marine 
Aug.  20-19— Aug.  20-19 

7 

7 

1G978 

2287 

34937 

Army  Transport  Service 
Aug.  23-19— Sept.  2-19 

7 

2 

12143 

2371 

21901 

Mallory  S.  S.  Co. 
Aug.  29-19— Aug.  30-19 

9 

232 

39501 

6186 

54230 

Atlantic  Transport  Co. 
Aug.  25-19— Aug.  29-19 

8 

127 

19201 

987 

41824 

July  27-19 

8 

237 

23321 

853 

36895 

Matson  Navigation  Co. 
Aug.  20-19— Aug.  21-19 

8 

3 

25217 

8184 

36273 

Matson  Navigation  Co. 
Aug.  17-19— Aug.  18-19 

8 

30 

20871 

510 

39463 

Army  Transport  Service 
Sept.  19-19— Sept.  27-19 

8 

487 

34813 

2707 

54337 

Atlantic  Transport  Co. 
Aug.  9-19— Aug.  18-19 

8 

125 

42500 

4015 

76402 

Army  Transport  Service 
Sept.  11-19— Sept.  29-19 

4 

0 

8117 

5895 

28866 

Army  Transport  Service 
Aug.  12-19— Aug.  21-19 

9 

16 

31705 

2933 

47449 

Army  Transport  Service 
Aug.  30-19— Sept.  4-19 

8 

0 

14000 

4597 

24027 

Shipping  Board 

Aug.  30-19— Aug.  30-19 

7 

509 

14634 

2956 

24330 

Inter.  Mercantile  Marine 
Aug.  29-19— Aug.  29-19 

9 

1715 

20693 

1382 

43141 

6 

46 

15392 

1880 

30087 

Army  Transport  Service 
Aug.  23-19— Sept.  2-19 

8 

130 

37025 

3301 

77129 

Army  Transport  Service 
Sept.  22-19— Oct.  6-19 

0 

0 

0 

9 

20143 

Torpedoed  and    sunk,  May    31, 
1918 

8 

2015 

24859 

5251 

48296 

Army  Transport  Service 
Sept.  10-19— Sept.  16-19 

7 

5 

20972 

4465 

39329 

Dutch  Government 
Aug.  4-19 — Aug.  4-19 

250    HISTORY  OF  TRANSPORT  SERVICE 


TABLE  E 
RECORD  OF  SHIPS  OF  THE 


tfiS 

to  2 

Voyages  Made  Prior 

aS 

a  S 

to  Signing  of  Armistice 

^ 

fco 

, 

Name  of  Ship 

Hi 

US' 

a.2 

t^« 

^ 

Date  Placed  in  Commission 
or  Attached  to  Force 

Type  of  Vessel 

3. 
Q 

o-a 

2.2. 

15 

£1 

o  g  ^ 

•-go. 

n^ 

ago 

K   3   2 

m 

=u- 

^6 

1- 

3^ 

3  s- 

39 

Siboney 

Apr.  8-18,  Am-Passenger 

11250 

3100 

4000 

7 

20219 

11 

40 

Sierra 

July  1-18,  Am-Passenger 

10000 

1500 

1700 

1 

1712 

0 

41 

Susquehanna 

Sept.  5-17,  Ex-German 

16950 

2200 

3300 

8 

18345 

0 

42 

Tenadores 

Apr.  17-18,  Am-Passenger 

10900 

1200 

1200 

13 

15698 

8 

43 

Von  Steuben 

June  9-17,  Ex-German 

22000 

1200 

2900 

9 

14347 

21 

44 

Wilhelmina 
Jan.  28-18,  Am-Passenger 

13500 

1800 

2100 

6 

11053 

90 

45 

Zeelandia 

Apr.  3-18,  Dutch  Chart'r'd 

12950 

1800 

3000 

5 

8349 

8 

Total 

879860 

122100 

161100 

306 

870324 

5051 

BATTLESHIPS  AND  CRUISERS 


ep2 

Voy 

ages  Made 

Prior 

Name  of  Ship 
Date  Attached  to  Force  or 

a 

V 

a 

6  to 

a.2 

•2g 

CflO 

U  to 
a.  9 

to  Signing  of  Armistice 

a  V 

^1 

i-g„ 

•T- 

Readiness  for 

2"^ 

£.2 

-°  2 
92 

3   CO 

osa 

°  3  2 

Transporting  Troops 
Type  of  Vessel 

"S. 

Hi 
"5'"' 

a-s 

»50 

asw 

3  3 

a  -  a 

3- 

o 
H 

46 

Charleston 
Jan.  17-17,  Cruiser 

10839 

1700 

1700 

0 

0 

0 

47 

Connecticut 

Dec.  25-18,  Battleship 

16000 

1000 

1300 

0 

0 

0 

48 

Frederick 

Jan.  2-19,  Crui.scr 

13720 

ICOO 

1700 

0 

0 

0 

49 

Georgia 

Doc.  10-18,  Battleship 

14948 

900 

1400 

0 

0 

0 

50 

Huntington 

Dec.  14-18.  Crui.ser 

13720 

1700 

2000 

0 

0 

0 

APPENDIX:  TABLE  E 


251 


[Continued] 

CRUISER  AND  TRANSPORT  FORCE 


Voyages  Made  from  Signing 

"O  rt 

of  Armistice  to  Oct.  1.  1919 

a  a 

„  a 

^t 

_ 

Final  Disposition 

<Jt3 

<:'S 

en  « 

°T3  o. 

S    CD 

^v 

a 

u.  <u  o 

a  sw 

3  <u  a 

Jg  60  g 

"sis, 

^•S2 

Date  of  Arrival  in  U.  S.  on 

3-S 

lis 

Last  Voyage  as  a  Transport 
Date  Placed  out  of  Commission 

£"3 

;l^ 

'rt  t£,^ 

or  Transferred  from  Force 

i2;  go 
-  s 

a 
2  o 

^g 

H  5 

1^' 

C8   C3 

^^ 

^^ 

10 

177 

34702 

5307 

55169 

Army  Transport  Service 
Sept.  2-19— Sept.  10-19 

8 

3 

10689 

2250 

12404 

Oceanic  S.  S.  Co. 

Sept.  1-19— Sept.  1-19 

7 

1029 

15537 

2676 

34911 

Shipping  Board 

Aug.  27-19— Aug.  29-19 

1 

0 

1664 

226 

17370 

Stranded  on  rocks  at  St.  Nazaire, 
Dec.  28,  1918 

8 

1187 

22025 

2253 

37580 

Army  Transport  Service 
Sept.  28-19— Oct.  13-19 

7 

3 

11577 

2610 

22723 

Matson  Navigation  Co. 
Aug.  6-19— Aug.  6-19 

7 

3170 

15737 

3549 

27344 

Dutch  Government 

July  31-19— July  31-19 

304 

19275 

95G672 

141779 

1850435 

USED  FOR  RETURNING  TROOPS 


Voyages  Made  from  Signing 
of  Armistice  to  Oct.  1,  1919 

la 

fc  Ij  2 
It 

e5^ 

So  a 

3     r,l     O 

_    tJO 

as    g 

O   S 

H 

2  « 

11 

O   n 

^§ 

a  2 

"o'S 
Jf.CJ  '- 

.S  „  2 
a  5"  = 

uX  2 

m 

■Si 

Final  Disposition 

Date  of  Arrival  in  U.  S.  on 
Last  Voyage  as  a  Transport 

Date  Placed  out  of  Commission 
or  Transferred  from  Force 

5 
4 
6 
5 
6 

0 

1 

2 
0 
0 

7704 
4861 
9659 
6869 
11913 

34 

30 
83 
68 
42 

7704 
4862 
9661 
5869 
11913 

Returned  to  Fleet 

June  29-19— July  2-19 
Returned  to  Fleet 

June  22-19— June  23-19 
Returned  to  Fleet 

July  12-19— July  14-19 
Returned  to  Fleet 

June  28-19— July  1-19 
Returned  to  Fleet 

July  6-19— July  8-19 

252    HISTORY  OF  TRANSPORT  SERVICE 


TABLE  E 

RECORD  OF  SHIPS  OF  THE 

BATTLESHIPS  AND  CRUISERS 


^/^  *- 

m2 

Voy 

ages  Made 

Prior 

■>.l 

S  9 

toS 

gning  of  A 

rmistice 

Name  of  Ship 

^ 

_ 

, 

Date  Attached  to  Force  or 

i 

^  a 

6'  te 
&.S 

C  "3 

0  „ 

^1 

3 

o 

Readiness  for 
Transporting  Troops 

c  J 

c  3 
^1 

3-3 

0  J; 

|2| 

Type  of  Vessel 

(5 

c.t; 

it 

"3  a 

0    M 

If 

.2    x   b. 

P    ^    3 

<<   tjD  O 

J:  0. 

S  o. 

3   S 

-3  P>i3 

°6 

^ 

c6  si 

5   S 
O 

H 

H 

51 

Kansas 

Dec.  10-18,  Battleship 

16000 

1600 

1900 

0 

0 

0 

52 

Louisiana 

Dec.  21-18,  Battleship 

15000 

900 

1400 

0 

0 

0 

53 

Michigan 

Dec.  21-18,  Battleship 

16000 

1000 

1000 

0 

0 

0 

54 

ISIinnesota 

Feb.  25-19,  Battleship 

16000 

1200 

1400 

0 

0 

0 

55 

Missouri 

Mar.  6-19,  Battleship 

12240 

700 

1000 

0 

0 

0 

56 

Montana 

Jan.  12-19,  Cruiser 

14375 

1300 

1500 

0 

0 

0 

57 

Nebraska 

Dec.  28-18,  Battleship 

16325 

1000 

1200 

0 

0 

0 

58 

New  Hampshire 

Dec.  21-18,  Battleship 

18664 

1000 

1300 

0 

0 

0 

59 

New  Jersey 

Dec.  28-18,  Battleship 

14046 

1000 

1400 

0 

0 

0 

60 

North  Carolina 

Dec.  23-18,  Cruiser 

14372 

1200 

1500 

0 

0 

0 

61 

Ohio 

Feb.  4-19,  Battleship 

14150 

700 

700 

0 

0 

0 

62 

Pueblo 

Jan.  18-19,  Cruiser 

13300 

1550 

1800 

0 

0 

0 

63 

Rhode  Island 

Dec.  17-18,  Battleship 

14948 

900 

1100 

0 

0 

0 

64 

Rochester 

Jan.  14-19,  Cruiser 

8150 

300 

300 

0 

0 

0 

65 

Seattle 

Dec.  21-18,  Cruiser 

15000 

1500 

ICOO 

0 

0 

0 

66 

South  Carolina 

Feb.  18-19,  Battleship 

16000 

1100 

1400 

0 

0 

0 

67 

South  Dakota 

Dec.  21-19,  Cruiser 

14000 

1600 

1800 

0 

0 

0 

68 

St.  Louis 

Dec.  18-18,  Cruiser 

9700 

1300 

1400 

0 

0 

0 

C9 

Vermont 

Jan.  7-19,  Battleship 

16000 

1000 

1200 

0 

0 

0 

70 

Virginia 

Dec.  17-18,  Battleship 

14980 

900 

1400 

0 

0 

0 

Total 

358477 

28650 

34400 

0 

0 

0 

APPENDIX:  TABLE  E 


253 


[Continued] 

CRUISER  AND  TRANSPORT  FORCE 

USED  FOR  RETURNING  TROOPS 


Voyages  Made  from  Signing 

^  a 

"d 

of  Arm 

istice  to  Oct.  1,  1919 

a  3 
ca  o 

•^  n 

^_ 

^■^ 

Final  Disposition 

5^ 

<-^ 

Ot3  S, 

g  «) 

«-(  .^ 

a 

-So, 

J-=i 

Date  of  Arrival  in  U.  S.  on 

3-a 

°5a 

t-   (U    o 

St  2 
^c5  3 

2s2 

Last  Voyage  as  a  Transport 

Date  Placed  out  of  Commission 
or  Transferred  from  Force 

J3    3 

1^ 

•^  =1 

-1 

• 

5 

0 

7486 

83 

7486 

Returned  to  Fleet 

June  27-19— July  1-19 

4 

0 

4714 

29 

4714 

Returned  to  Fleet 

June  30-19— June  30-19 

2 

0 

1052 

22 

1052 

Returned  to  Fleet 

Apr.  26-19— July  2-19 

3 

0 

3955 

12 

3955 

Returned  to  Fleet 

July  21-19— July  29-19 

4 

0 

3278 

14 

3278 

Returned  to  Fleet 

July  26-19— July  28-19 

6 

1 

8800 

29 

8801 

Returned  to  Fleet 

June  30-19— July  3-19 

4 

10 

4530 

47 

4540 

Returned  to  Fleet 

June  21-19— June  22-19 

4 

2 

4900 

14 

4902 

Returned  to  Fleet 

June  22-19— June  24-19 

4 

0 

4675 

29 

4675 

Returned  to  Fleet 

June  7-19— June  9-19 

6 

0 

8962 

15 

8962 

Returned  to  Fleet 
July  1-19— July  3-19 

1 

0 

778 

8 

778 

Returned  to  Fleet 

Mar.  13-19— Mar.  15-19 

6 

0 

10136 

33 

10136 

Returned  to  Fleet 

July  13-19— July  15-19 

5 

0 

5303 

26 

5303 

Returned  to  Fleet 
July  4-19— July  6-19 

1 

0 

317 

0 

317 

Returned  to  Fleet 

Mar.  4-19— Mar.  4-19 

6 

1 

9397 

14 

9398 

Returned  to  Fleet 
July  4-19— July  6-19 

4 

1 

4501 

11 

4502 

Returned  to  Fleet 

July  26-19— July  28-19 

2 

0 

3463 

0 

3463 

Returned  to  Fleet 

July  19-19— July  20-29 

6 

0 

8437 

22 

8437 

Returned  to  Fleet 

July  13-19— July  14-19 

"■■   ^ 

0 

4795 

18 

4795 

Returned  to  Fleet 

June  20-19— June  22-19 

'.'   5 

0 

5784 

18 

5784 

Returned  to  Fleet 
July  5-19— July  7-19 

108 

18 

145249 

681 

145287 

• 

254    HISTORY  OF  TRANSPORT  SERVICE 


TABLE  E 

RECORD  OF  SHIPS  OF  THE 

MERCHANT  SHIPS   CON\^RTED   INTO  TROOP  TRANSPORTS 


t*S 

1 

to  2 

Voyages  Made  Prior                   M 

ah 

■s  a 

to  Signing  of  Armistice               9 

P 

uEfl 
So 

• 

1 

o 

Name  of  Ship 
Date  Placed  in  Commission 

a 
1 

°4 

£.2 

a  V 

21 

°r1ft 

°  5  2 

or  Attached  to  Force 
Type  of  Vessel 

a  -a 

•§1 

a  s« 

£t  3 

a  "a 

3  E  5 

<;  Mi 

=o- 

S  ft 

^6 

3  a 

■^1 

—  a 

0 

H 

71 

Alaskan 

Dec.  12-18,  Am-Cargo 

8000 

2100 

2300 

0 

0 

0 

72 

Amphion 

Apr.  12-19,  Ex-Ger'n  Cargo 

15530 

2400 

2500 

0 

0 

0 

73 

Ancon 

Mar.  28-19,  Am-Cargo 

20000 

3000 

3100 

0 

0 

0 

1 

74 

Arcadia 

Jan.  20-19.  Ex-Ger'n  Cargo 

7900 

1000 

1100 

0 

0 

0 

75 

Arizonian 

Aug.  14-18,  Am-Cargo 

18500 

2500 

2600 

0 

0 

0 

76 

Artemia 

Apr.  8-19,  Ex-Ger'n  Cargo 

12540 

3800 

4000 

0 

0 

0 

77 

Black  Arrow 

Jan.  27-19,  Ex-Ger'n  Cargo 

12200 

1500 

1600 

0 

0 

0 

78 

Buford 

Jan.  15-19,  Army  Trans. 

10000 

1000 

1200 

0 

0 

0 

79 

Callao 

Apr.  26-19,  Ex-Ger'n  Cargo 

13164 

2400 

2400 

0 

0 

0 

80 

Canandaigua 

Mar.  2-19,  Am-Cargo 

7610 

1400 

1400 

0 

0 

0 

81 

Cananocius 

Mar.  8-19.  Am-Cargo 

7500 

1400 

1400 

0 

0 

0 

82 

Cape  May 

Jan.  29-19.  Am-Cargo 

10350 

1800 

1900 

0 

0 

0 

83 

Comfort 
Mar.  18-18,  U.  S.  N.  Hosp. 
Ship 

10000 

300 

400 

0 

0 

0 

84 

Dakotan 

Jan.  29-19.  Am-Cargo 

14375 

1500 

2000 

0 

0 

0 

85 

Eddelyn 

July  18-19,  Am-Cargo 

12500 

985 

985 

0 

0 

0 

86 

El  Sol 

Aug.  5-18.  Am-Cargo 

10000 

1800 

1800 

0 

0 

0 

87 

El  Oriente 

April  11-19,  Am-Cargo 

11000 

2000 

2000 

0 

0 

0 

88 

Etten 

May  1-19.  Ex-Ger'n  Cargo 

6900 

1500 

1800 

0 

0 

0 

89 

Eurana 

Sept.  13-18,  Am-Cargo 

15250 

1800 

1800 

0 

0 

0 

APPENDIX:  TABLE  E 


255 


[Continued] 

CRUISER  AND  TRANSPORT  FORCE 

FOR  RETURNING  TROOPS  AFTER  SIGNING  OF  ARMISTICE 


Voyage 

Made  from  Signing 

•©I  s, 

of  Armis 

tice  to  October  a,  1919 

=1  * 

0-0  0 

_ 

, 

=3 

a 

Final  Disposition 
Date  of  Arrival  in  U.  S.  on 

5-a 

«-    ID    0 

^rt  ^ 

Last  Voyage  as  a  Transport 

fl  ir  3 

i  &w 

a  gw 

gua 

Date  Placed  out  of  Commission 
or  Transferred  from  Force 

11 

:5S° 

•^  a  0 

3§ 

5   0 

1^ 

33 
1^ 

ll 

eS^ 

0    m 

"■ 

4 

0 

8643 

35 

8643 

Am-Hawaiian  Co. 

July  10-19— July  16-19 

3 

0 

6417 

45 

6417 

Shipping  Board 

Sept.  3-19— Sept.  4-19 

2 

0 

6112 

40 

6112 

Panama  R.  R.  Co. 
July  7-19— July  15-19 

5 

0 

4700 

40 

5700 

Shipping  Board 

Sept.  11-19— Sept.  13-19 

4 

0 

7794 

28 

7794 

Am-Hawaiian  Co. 

Sept.  2-19— Sept.  2-19 

4 

0 

11760 

120 

11760 

Shipping  Board 

Sept.  23-19— Sept.  24-19 

3 

0 

4759 

25 

4759 

Shipping  Board 

July  21-19— Aug.  1-19 

5 

0 

4717 

24 

4717 

Army  Trans.  Service 
Aug.  22-19— Aug.  26-19 

2 

0 

3731 

52 

3731 

Shipping  Board 

Sept.  4-19— Sept.  8-19 

4 

0 

4828 

32 

4828 

S.  Pacific  R.  R.  Co. 

Aug.  26-19— Aug.  2§-19 

3 

0 

4153 

27 

4153 

S.  Pacific  R.  R.  Co. 

July  10-19— July  12-19 

3 

1 

5726 

19 

5727 

Shipping  Board 

July  5-19— July  14-19 

3 

0 

1192 

649 

1192 

U.  S.  Navy 

Mar.  13-19— Mar.  13-19 

5 

5 

8812 

37 

8817 

Am-Hawaiian  Co. 

July  20-19— July  20-19 

1 

0 

985 

3 

985 

Army  Trans.  Service 
Sept.  4-19— Sept.  12-19 

2 

0 

2710 

4 

2710 

Ward  Line 

Aug.  23-19— Aug.  23-19 

2 

0 

2981 

5 

2981 

Ward  Line 

Aug.  24-19— Aug.  25-19 

2 

0 

3296 

46 

3296 

Shipping  Board 

July  31-19— Aug.  5-19 

2 

0 

1886 

0 

1886 

Nafia  S.  S.  Co. 
Sept.  14-19— Sept.  27-19 

256    HISTORY  OF.  TRANSPORT  SERVICE 

TABLE  E 
RECORD  OF  SHIPS  OF  THE 

MERCHANT  SHIPS  CON\^RTED  INTO  TROOP  TRANSPORTS 


tc  2 

Voyages  Made 

Prior 

to  Signing  of  Armistice 

to 

b'&S 

^ 

so 

Name  of  Ship 

a 

^.5 

0  <» 

?^ 

l-s 

1 

Date  Placed  in  Commission 

0_3 

P 

ST3 

"o  b 

•=2S. 

or  Attached  to  Force 
Type  of  Vessel 

Hi 
11 

O  n 

B  2 

222 

3  S  a 

o  ^ 
u 

is 

e 

si 

o 
H 

90 

Floridian 

Jan.  28-19,  Am-Cargo 

9800 

1700 

1800 

0 

0 

0 

91 

Freedom 

Jan.  24-19,  Ex-Ger'n  Cargo 

11175 

1600 

1700 

0 

0 

0 

92 

Gen.  Goethals 

Mar.  10-19,  Ex-Ger'n  Cargo 

7700 

1400 

1400 

0 

0 

0 

93 

Gen.  Gorgas 

Mar.  8-19,  Ex-Ger'n  Cargo 

5300 

1000 

1100 

0 

0 

0 

94 

Housatonic 

Feb.  27-19,  Am-Cargo 

7522 

1400 

1400 

0 

0 

0 

95 

lowain 

Dec.  23-17,  Am-Cargo 

13912 

1800 

2000 

0 

0 

0 

96 

Kentuckian 

Jan.  29-19,  Am-Cargo 

14405 

1900 

1900 

0 

0 

0 

97 

Lancaster 

June  19-19,  Am-Cargo 

11500 

2000 

2000 

0 

0 

0 

98 

Liberator 

July  28-18,  Am-Cargo 

12000 

2500 

2500 

0 

0 

0 

99 

E.  F.  Luckenbach 

June  11-18,  Am-Cargo 

20000 

2200 

2300 

0 

0 

0 

100 

Edward  Luckenbach 
Dec.  30-19,  Am-Cargo 

5000 

2200 

2400 

0 

0 

0 

101 

F.  J.  Luckenbach 

Feb.  22-19,  Am-Cargo 

12000 

2400 

2400 

0 

0 

0 

102 

Julia  Luckenbach 

Jan.  17-19,  Am-Cargo 

18390 

2700 

2700 

0 

0 

0 

103 

Katrina  Luckenbach 
May  18-18,  Am-Cargo 

15000 

2250 

2250 

0 

0 

0 

104 

K.  I.  Luckenbach 
Aug.  9-18,  Am-Cargo 

16000 

2300 

2400 

0 

0 

0 

105 

W.  A.  Luckenbach 
Dec.  14-18,  Am-Cargo 

17170 

2400 

2600 

0 

0 

0 

106 

Marica 
June  9-19,  Am-Cargo 

17700 

2000 

2000 

0 

0 

0 

107 

Mercy 
Jan.  24-18,  U.  S.  N.  Hosp. 
Ship 

10100 

400 

400 

0 

0 

0 

108 

Mexican 

Dec.  13-18,  Am-Cargo 

18200 

2.500 

2500 

0 

0 

0 

APPENDIX:  TABLE  E 


257 


[Continued] 

CRUISER  AND  TRANSPORT  FORCE 

FOR  RETURNING  TROOPS  AFTER  SIGNING  OP  ARMISTICE 


Voyage 

i  Made  from  Sifmine 

of  Armistice  to  Oc 

t.  1,  1919 

•"  2  « 

O   ^   ft 

^. 

•^■g 

Final  Disposition 
Date  of  Arrival  in  U.  S.  on 

S-g 

"o'H  ^ 

°2^ 

sig 

a!  tbi 

Last  Voyage  as  a  Transport 

?^ 

sua 

a  ew 

^11 

Date  Placed  out  of  Commission 

1^ 

a  o 

iEw 

3   1> 

^e-a 

or  Transferred  from  Force 

^go 

"3  = 

b 

"3  S 

*3  o 

e5^ 

'o   m 

4 

0 

7209 

19 

7209 

Am-Hawaiian  Co, 

July  15-19— July  17-19 

4 

2 

4981 

5 

4983 

Shipping  Board 

Sept.  4^19— Sept.  5-19 

4 

0 

4238 

20 

4238 

Panama  R.  R.  Co. 

July  8-19— Aug.  27-19 

2 

19 

2063 

13 

2082 

Panama  R.  R.  Co. 
July  3-19— July  15-19 

S 

0 

4166 

6 

4166 

S.  Pacific  R.  R.  Co. 

July  13-19— July  15-19 

6 

0 

9876 

32 

9876 

Am-Hawaiian  Co. 

Aug.  29-19— Aug.  30-19 

5 

0 

8895 

23 

8895 

Am-Hawaiian  Co. 

Aug.  SO-19— Sept.  2-19 

4 

0 

5624 

276 

5624 

Shipping  Board 

Sept.  4-19— Sept.  5-19 

5 

0 

9658 

9 

9658 

Shipping  Board 
Sept.  4-19— Sept.  4-19 

6 

0 

9372 

13 

9372 

S 

0 

6812 

28 

6812 

Luckenbach  Co. 

July  3-19— July  28-19 

2 

0 

4695 

12 

4695 

Luckenbach  Co. 

July  29-19— July  31-19 

4 

0 

10579 

39 

10579 

Luckenbach  Co. 
Aug.  4-19— Aug.  4-19 

1 

0 

1 

0 

1 

Luckenbach  Co. 

S 

0 

4833 

10 

4833 

Luckenbach  Co. 

Sept.  15-19— Sept.  13-19 

6 

0 

12525 

800 

12525 

Luckenbach  Co. 

July  11-19— July  17-19 

2 

0 

3243 

8 

3243 

Army  Trans.  Service 
Sept.  2-19— Sept.  12-19 

4 

143 

1946 

1977 

2089 

U.  S.  Navy 

May  25-19— May  25-19 

5 

0 

12386 

87 

12386 

Am-Hawaiian 

July  23-19— July  23-19 

258    HISTORY  OF  TRANSPORT  SERVICE 


TABLE  E 
RECORD  OF  SHIPS  OF  THE 

MERCHANT  SHIPS  CONVERTED  INTO  TROOP  TRANSPORTS 


epS 

Voy 

ages  Made 

Prior 

Name  of  Ship 
Date  Placed  in  Commission 

a 
J 

o2. 

C3® 

O   3 

to  Signing  of  Armistice 

i 

a  IB 
1" 

i-g 

o  ^  a 

^-* 

or  Attached  to  Force 
Type  of  Vessel 

c.ti 

O  ■n 

'   S 

"i  £ 

sua 

.Oku 

"-3  2 

=  2  a 

^6 

1- 

•33 

3  5- 

109 

Minnesota!! 

Jan.  8-19,  Am-Cargo 

14375 

2000 

2000 

0 

0 

0 

110 

Montpelier 

Mar.  12-19,  Ex-Ger'n  Cargo 

16430 

2100 

2300 

0 

0 

0 

111 

Nansemond 
Jan.  20-19,  Ex-Ger'n  Cargo 

27000 

4900 

5800 

0 

0 

0 

112 

Ohioan 

Aug.  7-18,  Am-Cargo 

13345 

1600 

1900 

0 

0 

0 

113 

Otsego 

Feb.  8-19,  Ex-Ger'n  Cargo 

8750 

1000 

1000 

0 

0 

0 

114 

Panaman 

Aug.  12-18,  Am-Cargo 

14495 

2100 

2200  ' 

0 

0 

0 

115 

Paysandu 

Jan  29-19,  Ex-Ger'n  Cargo 

5750 

1400 

1400 

0 

0 

0 

116 

Peerless 

Mar.  28-19,  Am-Cargo 

4214 

2300 

2300 

0 

0 

0 

117 

Philippines 

May  1-19,  Ex-Ger'n  Cargo 

18650 

4000 

4000 

0 

0 

0 

118 

Radnor 

Mar.  6-19,  Am-Cargo 

14000 

2000 

2000 

0 

0 

0 

119 

Roanoke 

Mar.  19-19,  Am-Cargo 

6500 

1400 

1400 

0 

0 

0 

120 

Santa  Ana 

Feb.  11-19,  Am-Cargo 

9000 

1400 

1700 

0 

0 

0 

121 

Santa  Barbara 

Feb.  21-19,  Am-Cargo 

9400 

1600 

1600 

0 

0 

0 

122 

Santa  Cecilia 

May  20-18,  Am-Cargo 

11000 

2000 

2000 

0 

0 

0 

123 

Santa  Clara 

Jan.  18-19,  Am-Cargo 

13000 

1600 

1800 

0 

0 

0 

124 

Santa  Elena 

Apr.  20-19,  Ex-Ger'n  Cargo 

13000 

900 

900 

0 

0 

0 

125 

Santa  Elisa 
June  15-19,  Am-Cargo 

9345 

1400 

1400 

0 

0 

0 

126 

Santa  Leonora 

July  7-19,  Am-Cargo 

9345 

1400 

1400 

0 

0 

0 

127 

Santa  Malta 

Feb.  19-19,  Am-Cargo 

13340 

1700 

1700 

0 

0 

0 

APPENDIX:  TABLE  E 


259 


[Continued] 

CRUISER  AND  TRANSPORT  FORCE 

FOR  RETURNING  TROOPS  AFTER  SIGNING  OF  ARMISTICE 


Voyages  Made  from  Signing 

of  Armistice  to  Oc 

t.  1,  1919 

ol   0 

^0. 

^■3 

3-0 

Final  Disposition 

B  » 

«-  a 

"o  S  S. 

^•S2 

Date  of  Arrival  in  TJ.  S.  on 

I'S 

°|S. 

1  "• 

£t5  g 

iH-r-   3 

Last  Voyage  as  a  Transport 

O  tn 

1^2 

I.  oj  0 

-art  3 

au  a 

3    *    0 

Date  Placed  out  of  Commission 

Ml 

H  2" 

3     OJ     ri 

12; -^ 

^l*^ 

or  Transferred  from  Force 

^g  = 

<^  n  0 

^3 

*3  a 

;l^ 

•a  i 

H 

3r 

5  0 

e5^ 

^s 

4 

0 

8038 

164 

8038 

Am-Hawaiiaa 
Aug.  3-19— Aug.  4-19 

4 

0 

7587 

15 

7587 

Shipping  Board 

Sept.  10-19— Sept.  15-19 

5 

0 

23619 

557 

23619 

Shipping  Board 
Aug.  23-19— Aug.  25-19 

6 

0 

8383 

42 

8383 

Am-Hawaiian  Co. 

Sept.  16-19— Sept.  16-19 

4 

6 

3446 

79 

3452 

Shipping  Board 

Aug.  28-19— Aug.  28-19 

6 

0 

11393 

26 

11393 

Am-Hawaiian  Co, 

Aug.  29-19— Aug.  29-19 

2 

0 

2736 

4 

2736 

Shipping  Board 

July  14-19— July  16-19 

3 

0 

4659 

11 

4659 

Standard  Trans.  Co. 
Aug.  30-19— Sept.  2-19 

2 

0 

4142 

6 

4142 

Shipping  Board 

Sept.  26-19— Sept.  23-19 

4 

0 

5876 

15 

6876 

Shipping  Board 

Sept.  23-19— Sept.  24-19 

4 

0 

5507 

19 

5507 

S.  Pacific  R.  R.  Co. 
Aug.  1-19— Aug.  1-19 

4 

1 

6960 

39 

5961 

Grace  S.  S.  Co. 
July  7-19— July  14-19 

4 

0 

6310 

6 

6310 

Grace  S.  S.  Co. 

July  23-19— July  24-19 

4 

0 

6126 

67 

6126 

Nafia  S.  S.  Co. 
Sept.  7-19— Sept.  26-19 

4 

0 

6863 

11 

6863 

Atlantic  &  Pacific  Co. 
Aug.  3-19— Aug.  3-19 

2 

0 

1707 

3 

1707 

Cunard  S.  S.  Co. 

July  23-19— Aug.  20-19 

2 

0 

2312 

6 

2312 

Shipping  Board 
Sept.  19-19— Sept.  26-19 

1 

0 

395 

26 

395 

Army  Trans.  Service 
Aug.  19-19— Sept.  9-19 

3 

0 

3756 

21 

3756 

Shipping  Board 

Aug.  30-19— Oct.  14-19 

260    HISTORY  OF  TRANSPORT  SERVICE 

TABLE  E 
RECORD  OF  SHIPS  OF  THE 

MERCHANT  SHIPS  CONVERTED  INTO  TROOP  TRANSPORTS 


K.2 

60  m 

Voyages 

Made 

Prior 

=  j 

c  5 

to  Signing  of  Armistice 

4J 

to 

^^ 

Name  of  Ship 

1 

U  a 

a  ^ 

< 

1 

It 

i 

Date  Placed  in  Commission 
or  Attached  to  Force 

Type  of  Vessel 

c.'-3 

O    3 
0-71 

it 

11 

u 
Si 

a 

a 

If 
1° 

lit 
3  >2  a 

e- 

"3 

Ph 

1" 

128 

Santa  Olivia 

Dec.  20-18,  Am-Cargo 

9400 

1900 

1900 

0 

0 

0 

129 

Santa  Paula 

Jan.  29-19,  Am-Cargo 

13500 

2100 

2200 

0 

0 

0 

130 

Santa  Rosa 

Mar.  10-19,  Am-Cargo 

10000 

2100 

2100 

0 

0 

0 

131 

Santa  Teresa 

Nov.  8-18,  Am-Cargo 

6900 

1800 

2000 

0 

0 

0 

132 

Scranton 

Feb.  5-19,  Am-Cargo 

14000 

1900 

1900 

0 

0 

0 

133 

Shoshone 

Feb.  19-19,  Ex-Ger'n  Cargo 

8749 

1400 

1400 

0 

0 

0 

134 

Sol  Navis 

June  25-19,  Am-Cargo 

11075 

2400 

2400 

0 

0 

0 

135 

South  Bend 

May  5-19,  Am-Cargo 

17710 

2300 

2300 

0 

0 

0 

136 

Suwanee 

Apr.  11-19,  Ex-Ger'n  Cargo 

6000 

2000 

2000 

0 

0 

0 

137 

Texan 

Jan.  18-19,  Am-Cargo 

19000 

2200 

2200 

0 

0 

0 

138 

Tiger 

Mar.  7-19,  Am-Cargo 

10000 

2000 

2600 

0 

0 

0 

139 

Troy 

Feb.  27-19,  Am-Cargo 

37336 

5900 

5900 

0 

0 

0 

140 

Virginian 

Feb.  1-19,  Am-Cargo 

12600 

4000 

4300 

0 

0 

0 

141 

Yale 

June  15-19,  Am-Cargo 

10000 

0 

0 

0 

Total 

884008 

140235 

140035 

0 

0 

0 

I 


APPENDIX:  TABLE  E 


261 


[Continued] 

CRUISER  AND  TRANSPORT  FORCE 

FOR  RETURNING  TROOPS  AFTER  SIGNING  OF  ARMISTICE 


Voyages  Made  from  Signing 

■o  _ 

-o 

of  Armistice  to  Oct.  1,  1919 

a  a 

c3  o 

_ 

_ 

Final  Disposition 

, 

<-^ 

<'^ 

[^a 

t'v  ft 

S  <" 

■  H 

a 

"Sao, 

^•ti 

Date  of  Arrival  in  U.  S.  on 

SI'S 
O   m 

a  ?■  3 

°3  a 
51  ""  9 

Jj5    O 

^  2  a 

_  S  2 

Last  Voyage  as  a  Transport 
Date  Placed  out  of  Commission 

S'S 

|&« 

l-s 

ca  scs 

or  Transferred  from  Force 

X>   3 

a  2 

si 

^1 

H 

H"^ 

4 

0 

7491 

14 

7491 

Atlantic  &  Pacific  Co. 
July  9-19— July  14-19 

4 

2 

7447 

172 

7449 

Grace  S.  S.  Co. 

Aug.  4-19— Aug.  4-19 

4 

0 

6302 

29 

6302 

Grace  S.  S.  Co. 

Sept.  23-19— Sept.  24-19 

8 

0 

14264 

4518 

14264 

Grace  S.  S.  Co. 

Sept.  4-19— Sept.  8-19 

3 

0 

5G25 

15 

5625 

Shipping  Board 

July  a6-19— July  16-19 

2 

0 

2820 

4 

2820 

Shipping  Board 

July  16-19— July  18-19 

2 

0 

3264 

3 

3264 

Shipping  Board 

Sept.  26-19— Sept.  29-19 

8 

0 

4S75 

110 

4875 

Army  Trans.  Service 
Aug.  23-19— Sept.  3-19 

3 

0 

4801 

15 

4801 

Shipping  Board 

Sept.  3-19— Sept.  3-19 

4 

3 

8668 

7 

8671 

Standard  Trans.  Co. 
Aug.  5-19— Aug.  7-19 

3 

0 

7739 

55 

7739 

Standard  Trans.  Co. 
July  29-19— July  29-19 

3 

4 

14039 

45 

14043 

Standard  Trans.  Co. 

Aug.  20-19— Aug.  21-19 

4 

0 

16631 

279 

16631 

Am-Hawaiian 

Aug.  3-19— Aug.  4-19 

1 

0 

901 

0 

901 

U.  S.  Navy 

June  20-19— July  20-19 

246 

186 

441986 

10452 

442172 

262    HISTORY  OF  TRANSPORT  SERVICE 

TABLE  E 
RECORD  OF  SHIPS  OF  THE 

GERMAN  SHIPS  USED  FOR  RETURNING 


Voyages  Made 

Prior 

c  ^ 

-S  8 

to  Signing  of  Armistice 

•>.=a 
to 

1-  ffi 

4J 

Name  of  Ship 

6^ 

U  60 

a.2 

a  c, 

<1 

iy, 

d 

Date  Placed  in  Commission 

^ 

P 

o-o 

O  3 

1" 

■^feo. 

°3o 

or  Attached  to  Force 

P.t! 

H  s 

^S 

^'i^ 

Type  of  Vessel 

Q 

O   tn 

u.-a 
V  a 

H  S 

lea 

i  D. 

S  a, 

ga 

^   ' 

1^ 

1 

142 

Cap  Finsterre 

Apr.  11-19,  German  Pass'r 

23000 

3800 

3800 

0 

0 

0 

143 

Graf  Waldersee 

Mar.  28-19,  German  Pass'r 

13193 

4300 

4300 -J 

0 

0 

0 

144 

Imperator 

May  5-19,  German  Pass'r 

60000 

8900 

9800 

0 

0 

0 

145 

K.  A.  Victoria 

Apr.  27-19,  German  Pass'r 

30400 

5500 

5500 

0 

0 

0 

146 

Mobile 

Mar.  26-19,  German  Pass'r 

27000 

4800 

5200 

0 

0 

0 

147 

Patricia 

Apr.  25-19,  German  Pass'r 

12500 

2900 

2900 

0 

0 

0 

148 

Pretoria 

Aug.  24-19,  German  Pass'r 

14100 

3000 

3000 

0 

0 

0 

149 

P.  F.  Wilhelm 

Mar.  30-19,  German  Pass'r 

26050 

3600 

3600 

0 

0 

0 

150 

Zeppelin 

Mar.  29-19,  German  Pass'r 

12450 

4300 

4300 

0 

0 

0 

Total 

220699 

41100 

42400 

0 

0 

0 

Grand  Total 

2341038 

332085 

383935 

306 

870324 

5051 

APPENDIX:  TABLE  E 

[Completed] 

CRUISER  AND  TRANSPORT  FORCE 

TROOPS  AFTER  SIGNING  OF  ARMISTICE 


263 


Voyages  Made  from  Signing 

of  Arm 

istice  to  Oct.  1,  1919 

,    TO 

2°- 

<V. 

3-^ 

Final  Disposition 

2  " 

"o  3  n. 
St  2 

-O^   3 

^■g  2 

au  a 

Date  of  Arrival  in  TJ.  S.  on 
Last  Voyage  as  a  Transport 

a  SrS 

S  2W 

1^ 

3  ,„  O 

Date  Placed  out  of  Commission 

a  2 

3  bcW 
^1° 

^|i 

3  o 

— ,  to 

or  Transferred  from  Force 

^-^ 

"3  rt 
1" 

33" 

e5^ 

eS^ 

eS^ 

3^ 

1121 

9718 

58 

10839 

Shipping  Board 

Aug.  19-19— Sept.  29-19 

i'A 

0 

7728 

21 

7728 

Shipping  Board 

Aug.  30-19— Sept.  27-19 

SVz 

161 

28030 

147 

28191 

Shipping  Board 

Aug.  10-19— Sept.  19-19 

m 

31 

22674 

460 

22705 

Shipping  Board 
Aug.  22-19 

4^ 

12 

21073 

22 

21085 

Shipping  Board 

Sept.  3-19— Sept.  30-19 

3H 

0 

8572 

11 

8572 

Shipping  Board 

Aug.  16-19— Sept.  12-19 

3^i 

1083 

10364 

40 

11447 

Shipping  Board 
Aug.  31-19— Sept.  29-19 

4^2 

1 

14161 

21 

14162 

Shipping  Board 

Aug.  23-19— Sept.- 

4j/2 

0 

15800 

28 

15800 

Shipping  Board 

Sept.  5-19— Oct.  1-19 

34K 

2409 

138120 

808 

140529 

692>^ 

21888 

1682027 

153720 

2578423 

264    HISTORY  OF  TRANSPORT  SERVICE 


TABLE 


RECORD  OF  10  LEADING  SHIPS 


m 

602 

Voyages  Made 

Prior 

Name  of  Ship 
Date  Placed  in  Commission 

d 

a 

US' 

§.2 

So 

to  Signing  of  Armistice 

4 

0   V 

^1 

z 

or  Attached  to  Force 
Type  of  Vessel 

"3, 

(5 

0    m 

V  a 
H  ? 

so  2 

a  SM 

ill 

A  o- 

3  a 

•^  a 

^ 

O 

Su 

H^ 

r 

1 

Leviathan 

July  25-17.  Ex-German 

69000 

9000 

12000 

10 

96804 

686 

2 

America 

Aug.  6-17,  Ex-German 

41500 

4000 

7000 

9 

37768 

168 

3 

George  Washington 
Sept.  6-17,  Ex-German 

39435 

5600 

6500 

9 

48373 

484 

4 

Agamemnon 

Aug.  21-17,  Ex-German 

30000 

3400 

5800 

10 

36097 

214 

5 

Pres.  Grant 

Aug.  2-17,  Ex-German 

33000 

4800 

5900 

8 

39974 

0 

6 

Mount  Vernon 

July  28-17,  Ex-German 

32130 

3100 

5800 

9 

33692 

88 

7 

Siboney 

Apr.  8-18,  Am-Passenger 

11250 

3100 

4000 

7 

20299 

11 

8 

MongoHa 

May  8-18,  Am-Passenger 

26695 

3700 

4700 

5 

19013 

24 

9 

Manchuria 

Apr.  25-18,  Am-Passenger 

26500 

3500 

4800 

4 

14491 

16 

10 

Great  Northern 

Nov.  1-17,  Am-Passenger 

14000 

2800 

3300 

10 

28248 

677 

Total 

323510 

43000 

59800 

81 

374679 

2366 

APPENDIX:  TABLE  F 


265 


F 


CRUISER  AND  TRANSPORT  FORCE 


Voyages  Made  from  Signing 

of  Armistice  to  Oct.  1,  1919 

0  a 

<"? 

<"? 

n 

^h. 

Final  Disposition 

B  « 

-  a 

•S^a 

^t  2 

Date  of  Arrival  in  U.  S.  on 

3'g 

o  C 
as   V 

°E  o. 

t.5  o 

M-E   3 

Last  Voyage  as  a  Transport 

"o   a, 

III 

i5« 

ao  a 

Date  Placed  out  of  Commission 

8  o 

:z;-o 

55  S-i: 

or  Transferred  from  Force 

^§o    , 

•z  60  a 

•^  a 

c3  a 

1- 

-3  a 
1^ 

5  s*" 

1^ 

1" 

\. 

9 

1517 

93746 

10913 

192753 

U.  S.  Shipping  Board 
Sept.  8-19— Sept.  9-19 

8 

42 

46823 

4668 

86801 

Army  Trans.  Service 

Sept.  15-19— Sept.  26-19 

9 

851 

34142 

5085 

83350 

9 

1782 

41179 

4425 

78249 

Army  Trans.  Service 
Aug.  18-19— Aug.  27-19 

8 

130 

37025 

3301 

77129 

Army  Trans.  Ser\'ice 
Sept.  22-19— Oct.  6-19 

8 

125 

42500 

4015 

76402 

Army  Trans.  Service 

Sept.  11-19— Sept.  29-19 

10 

177 

34702 

5307 

55169 

Army  Trans.  Service 
Sept.  2-19— Sept.  10-19 

8 

487 

34813 

2707 

54337 

Atlantic  Trans,  Co. 

Aug.  9-19— Aug.  18-19 

9 

232 

39501 

6186 

54230 

Atlantic  Trans.  Co. 

Aug.  25-19— Aug.  29-19 

8 

2308 

22852 

5522 

54085 

Army  Trans.  Service 
Aug,  8-19— Aug.  15-19 

86 

7151 

427283 

52129 

812505 

W6    HISTORY  OF  TRANSPORT  SERVICE 

TABLE  G 

Sick  and  Wotjnded  Returned  by  the  Crttiseb  and  Transport  Force 
Years  1918  and  up  to  October,  1919 


1918 


1918 

Army  151649 

Month 

Mobile 

Litter 

G.  U. 

Insane 

T.  B. 

Contag. 

Dead 

January 

85 

7 

3 

6 

22 

7 

February 

29 

18 

7 

82 

1 

March 

78 

2 

4 

12 

19 

10 

4 

April 

59 

27 

16 

16 

66 

42 

26 

May 

148 

39 

7 

66 

89 

24 

7 

June 

95 

69 

5 

29 

50 

6 

4 

July 

349 

204 

23 

137 

140 

39 

5 

August 

505 

180 

49 

213 

162 

56 

12 

September 

1667 

537 

40 

336 

143 

14 

3 

October 

2701 

1005 

23 

593 

229 

333 

322 

November 

5718 

877 

67 

175 

224 

152 

39 

December 

14786 

1335 

73 

500 

261 

55 

15 

Total 

26220 

4300 

310 

2091 

1487 

732 

444 

1918 

Navt  4395 

January 

16 

2 

February 

4 

1 

1 

3 

March 

15 

1 

3 

April 

7 

9 

13 

3 

9 

4 

May 

16 

2 

5 

2 

4 

2 

June 

17 

15 

4 

4 

2 

3 

July 

36 

15 

16 

9 

7 

9 

2 

August 

59 

32 

30 

15 

20 

8 

8 

September 

24 

14 

11 

11 

3 

4 

40 

October 

58 

14 

21 

6 

15 

27 

30 

November 

140 

15 

25 

3 

6 

3 

4 

December 

219 

6 

58 

7 

13 

7 

7 

Total 

611 

108 

194 

58 

78 

71 

102 

APPENDIX:  TABLE  G 
TABLE  G 


267 


Sick  and  Wounded  Returned  by  the  Cruiser  and  Transport  Force 
Years  1918  and  up  to  October,  1919 


1919 


1919 

Army  151649 

Month 

Mobile 

Litter 

G.  U. 

Insane 

T.  B. 

Contag. 

Dead 

January 

15520 

2054 

66 

382 

303 

158 

9 

February 

13019 

1020 

70 

421 

292 

470 

31 

March 

19203 

2331 

90 

796 

533 

750 

38 

April 

15163 

1902 

60 

645 

754 

389 

12 

May 

14961 

1019 

78 

1226 

600 

231 

18 

June 

10921 

910 

207 

506 

221 

91 

12 

July 

3361 

635 

322 

383 

207 

46 

11 

August 

2343 

217 

108 

107 

94 

65 

1 

September 

364 

206 

23 

46 

36 

6 

2 

Total 

94855 

10294 

1024 

4512 

3040 

2206 

134 

GRAND 

TOTAL 

121075 

14594 

1334 

6603 

4527 

2938 

578 

1919 

I 

»fAVY  439 

5 

January 

773 

86 

67 

9 

17 

4 

February 

190 

40 

109 

3 

6 

27 

6 

March 

188 

47 

82 

5 

12 

24 

4 

April 

138 

53 

50 

4 

11 

38 

4 

May 

169 

37 

72 

5 

4 

15 

2 

June 

132 

30 

37 

6 

12 

4 

1 

July 

76 

16 

64 

3 

3 

3 

1 

August 

76 

26 

117 

2 

3 

8 

5 

September 

112 

23 

98 

10 

4 

Total 

1854 

358 

696 

47 

72 

123 

23 

GRAND 

TOTAL 

2465 

466 

890 

105 

150 

194 

125 

268    HISTORY  OF  TRANSPORT  SERVICE 
TABLE  G  [Continued] 

Sick  and  Wounded  Returned  by  the  Cruiser  and  Transport  Force 
Years  1918  and  up  to  October,  1919 

1918 


1918 

Marines  3626 

\ 

Total 

Army, 

Month 

Mobile 

Litter 

G.  U. 

Insane 

T.  B. 

Contag. 

Dead 

Navy 

and 

Marines 

January 

148 

February 

2 

148 

March 

3 

1 

152 

April 

2 

299 

May 

1 

2 

414 

June 

2 

1 

2 

308 

July 

9 

7 

1 

3 

1011 

August 

48 

13 

3 

1 

1414 

September 

124 

69 

1 

1 

3 

3045 

October 

136 

59 

4 

5 

3 

2 

53 

5639 

November 

182 

50 

9 

6 

7695 

December 

337 

51 

15 

6 

3 

9 

17763 

Total 

840 

251 

20 

16 

30 

2 

70 

38036 

APPENDIX:  TABLE  G 

TABLE  G  [Completed] 


269 


Sick  and  Wounded  Returned  by  the  Cruiser  and  Transport  Force 
Years  1918  and  up  to  October,  1919 


1919 


1919 

Marines  3626 

Total 

Army, 

Month 

Mobile 

Litter 

G.  U. 

Insane 

T.  B. 

Contag. 

Dead 

Navy 

and 

Marines 

January 

139 

14 

3 

5 

2 

19611 

February 

235 

8 

2 

2 

2 

15933 

March 

560 

51 

3 

13 

9 

8 

24748 

April 

381 

42 

14 

6 

1 

19646 

May 

312 

18 

17 

9 

25 

18818 

June 

239 

9 

3 

10 

4 

13355 

July 

50 

2 

3 

2 

5188 

August 

142 

8 

15 

7 

2 

4 

3350 

September 

11 

4 

945 

Total 

2069 

156 

26 

71 

36 

38 

121634 

GRAND 

TOTAL 

2909 

407 

46 

87 

66 

41 

70 

159670 

MEMORANDUM  OF  ADMIRAL  VON  HOLTZENDORFF, 
CHIEF  OF  THE  GERMAN  ADMIRALTY 


THE  CHIEF   OF  THE  GERMAN   ADMIRALTY 

To  B  35840  I 

Berlin,  Dec.  22,  1916. 
(Strictly  secret) 

I  have  the  honor  to  transmit  to  Your  Excellency  in 
the  annex  a  note  on  the  necessity  of  a  speedy  commence- 
ment of  the  unrestricted  U-boat  war. 

Based  on  the  detailed  explanations  of  the  annex,  I 
may  beg  Your  Excellency  to  consider  the  following  ideas, 
and  I  hope  to  gain  a  complete  agreement  in  our  opinions 
that  it  is  absolutely  necessary  to  intensify  to  the  utmost 
possibility  our  measures  against  England's  sea  traffic  in 
order  to  take  advantage  of  the  favorable  situation  and 
to  secure  for  us  a  speedy  victory. 

The  war  requires  a  decision  before  Autumn,  1917,  if 
it  is  not  to  end  in  a  general  exhaustion  of  all  parties, 
which  would  be  fatal  for  us  too.  Among  our  adversaries, 
the  economical  conditions  of  Italy  and  France  have  been 
so  seriously  shaken  that  they  can  only  be  maintained  by 
the  energy  and  strength  of  England.  If  we  succeed  in 
overcoming  England  the  war  will  be  decided  at  once  in 
our  favor.  But  the  resource  of  England  is  her  tonnage, 
which  supplies  the  islands  of  Great  Britain  with  the 
necessities  for  life  and  the  war  industry  and  at  the  same 
time  secures  her  solvency  abroad. 

SAW  GREAT  SHORTAGE  OF  SHIPS 

The  present  state  of  the  tonnage  question  is  in  short 
as  follows: 

271 


272   HISTORY  OF  TRANSPORT  SERVICE 

The  freight  for  a  great  number  of  important 
goods  has  risen  enormously,  in  certain  places  to 
tenfold  amount  and  more.  We  also  know 
for  certain  from  numerous  other  proofs  that  the 
lack  of  tonnage  is  universal. 

The  English  tonnage  at  present  still  existing 
may  be  reckoned  to  be  about  20  million  gross 
register  tons.  At  least  8.6  million  tons  of  these 
are  requisitioned  for  military  purposes  and  one- 
half  million  tons  is  employed  in  coastal  traffic; 
approximately  one  million  tons  is  under  repair 
or  temporarily  out  of  use;  about  two  million 
tons  are  used  in  the  interest  of  the  Allies;  so 
that,  at  the  highest,  eight  million  tons  of  Brit- 
ish tonnage  are  at  the  disposal  of  England ^s 
supplies. 

A  perusal  of  the  statistics  of  the  sea  traffic 
in  English  harbors  would  return  even  a  lower 
figure.  Thus  in  the  months  of  July-September, 
1916,  there  were  only  6%  million  gross  register 
tons  of  British  tonnage  available  for  England. 
Apart  from  this,-  the  other  tonnage  bound  for 
England  may  be  calculated  at  900,000  tons  of 
enemy  tonnage,  none  English,  and  quite  three 
million  tons  of  neutral  tonnage.  All  in  all,  Eng- 
land is  therefore  supplied  by  only  just  10%  mil- 
lion gross  register  tons. 

Besides  the  fact  that,  based  on  the  achievements 
hitherto  performed  in  the  struggle  against  the  tonnage, 
it  seems  to  be  very  promising  for  us  to  proceed  on  the 
way  once  taken.  The  unusually  bad  result  of  this  year's 
world  harvest  in  cereals  and  cattle  food  has  given  us  a 
unique  opportunity,  which  cannot  be  neglected  by  any 
one  with  a  sense  of  responsibility.  Already  after  Febru- 
ary the  United  States  and  Canada  will  probably  be  un- 
able to  provide  England  with  corn,  therefore  England 
must  procure  her  supply  from  over  long  distances,  Ar- 
gentina, and  as  Argentina  can  supply  only  a  little  on 
account  of  its  bad  harvest,  she  will  be  compelled  to  im- 
port from  India  and  chiefly  from  Australia. 


,VON  HOLTZENDORFF  MEMORANDUM  273 

FORCE    PEACE    WITHIN    FIVE    MONTHS 

Under  such  favorable  conditions  an  energetic  power- 
ful blow  against  the  English  tonnage  promises  to  have 
an  absolutely  certain  success.  I  do  not  hesitate  to  declare 
that,  under  the  prevailing  conditions,  we  may  force  Eng- 
land into  peace  within  five  months  through  the  unre- 
stricted U-boat  war.  However,  this  can  only  be  achieved 
by  the  unrestricted  U-boat  war,  not  by  the  U-boat  cruis- 
ing as  practiced  at  present,  and  not  even  if  all  armed 
vessels  were  free  to  be  sunk. 

Based  on  the  formerly  mentioned  monthly  rate  of 
destruction  of  600,000  tons  of  tonnage  by  the  unrestricted 
U-boat  war,  and  on  the  expectation  that  by  it  at  least 
two-fifths  of  the  neutral  traffic  will  be  frightened  to  un- 
dertake the  voyage  to  England,  it  may  be  reckoned  that 
the  English  sea  traffic  after  five  months  will  be  reduced 
by  about  39  per  cent  of  the  traffic. 

England  would  not  be  able  to  bear  this,  neither  in 
view  of  the  conditions  after  the  war  nor  as  regards  the 
possibility  of  continuing  the  war.  She  is  now  already 
facing  a  scarcity  of  food,  which  forces  her  to  try  meas- 
ures of  economy  which  we,  as  a  blockaded  country,  had 
to  adopt  during  the  war.  The  conditions  for  such  an 
organization  are  totally  different  in  England  and  com- 
paratively much  more  unfavorable  than  with  ourselves. 
There  are  lacking  authorities  as  well  as  the  sense  of  the 
people  to  submit  to  such  force. 

Also  from  another  cause  the  general  reduction  of  the 
bread  ration  for  the  whole  population  cannot  now  be 
enforced  in  England.  This  measure  was  possible  in  Ger- 
many at  a  time  when  temporarily  other  foodstuffs  could 
make  good  the  sudden  reduction  of  the  bread  ration. 

TOLD  OF  LOW  BRITISH  SUPPLIES 

This  opportunity  has  been  allowed  to  pass  and  can- 
not possibly  be  brought  back.  But  the  maintenance  of 
the  war  industry,  and  at  the  same  time  that  of  the  food 
supply,  cannot  be  kept  up  with  about  three-fifths  of  the 
sea  traffic,  without  universal  severe  rationing  of  the  con- 
sumption of  cereals.    The  argument  that  England  might 


274    HISTORY  OF  TRANSPORT  SERVICE 

have  sufficient  grain  and  raw  materials  in  the  country 
in  order  to  overcome  the  danger  until  the  next  harvest 
is  refuted  exhaustively  in  the  annex. 

In  addition,  the  unrestricted  U-boat  war  with  the 
subsequent  cessation  of  supply  by  Denmark  and  Hol- 
land would  mean  for  England  at  once  the  scarcity  of  fat, 
as  one-third  of  the  whole  British  import  of  butter  origi- 
nates from  Denmark,  and  the  entire  supply  of  margarine 
comes  from  Holland.  Furthermore,  it  would  mean  the 
severity  of  the  lack  of  raw  materials  and  wood  by  en- 
dangering the  supply  of  these  products  from  Scandinavia 
and  at  the  same  time  increasing  the  attenuation  of  the 
Spanish  supply  of  metal. 

Finally  we  shall  have  the  long  wished  for  oppor- 
tunity to  deal  with  the  neutral  supply  of  ammunition  and 
thus  relieve  somewhat  the  army.  (These  ammunition 
supplies  came  chiefly  from  America.) 

In  the  face  of  such  facts  the  U-boat  war,  as  practiced 
hitherto,  would  even  after  general  permission  to  sink  all 
armed  vessels  result  in  five  months'  time  in  the  diminu- 
tion of  all  the  tonnage  bound  for  England  by  only  5,400,- 
000  tons — ^viz.,  about  18  per  cent,  of  the  present  monthly 
sea  traffic,  therefore  less  than  one-half  what  could  be 
obtained  by  the  unrestricted  U-boat  war. 

PANIC   ESSENTIAL   TO    SUCCESS 

In  addition,  the  lack  of  psychological  effects  of  panic 
and  terror  is  to  be  considered.  I  regard  these  effects, 
expected  only  by  the  unrestricted  U-boat  war,  as  an 
essential  preconception  of  success.  The  experiences 
gained  at  the  beginning  of  the  U-boat  war  after  the 
Spring  of  1915,  when  the  English  still  believed  its  bitter 
seriousness,  and  even  in  the  short  U-boat  war  of  March 
and  April,  1916,  proved  how  weighty  these  effects  are. 

Moreover,  a  preliminary  condition  is  that  the  begin- 
ning and  the  declaration  of  the  unrestricted  U-boat  war 
must  follow  so  quickly  one  upon  the  other  that  there  is 
no  time  for  negotiations,  especially  between  England 
and  the  neutrals.  The  wholesome  terror  will  exercise 
in  this  case  upon  enemy  and  neutral  alike. 

The  declaration  of  the  unrestricted  U-boat  war  "will 


VON  HOLTZENDORFF  MEMORANDUM  275 

place  before  the  Government  of  the  United  States  of 
North  America  afresh  the  question  whether  or  not  she 
will  take  the  consequences  of  her  hitherto  adopted  atti- 
tude toward  the  use  of  U-boats.  I  am  quite  of  opinion 
that  the  war  against  America  is  so  serious  an  affair  that 
all  must  be  done  to  avert  it.  However,  the  dread  of  a 
break  must  not,  in  my  opinion,  go  so  far  as  to  make  us 
shrink  in  the  decisive  moment  from  the  use  of  the  weapon 
which  will  bring  us  victory. 

At  any  rate  it  will  be  expedient  to  consider  what  in- 
fluence the  entrance  of  America  into  the  war  on  the  side 
of  our  adversaries  would  have  upon  the  trend  of  the  war. 

As  regards  tonnage,  this  influence  would  be  very  neg- 
ligible. It  is  not  to  be  expected  that  more  than  a  small 
fraction  of  the  tonnage  of  the  Central  Powers  lying  in 
America  and  many  other  neutral  harbors  could  then  be 
enlisted  for  the  traffic  to  England. 

ALKEADY  ORDERED  SHIPS  DAMAGED 

For  the  far  greatest  part  of  this  shipping  can  be  dam- 
aged in  such  a  way  that  it  cannot  sail  in  the  decisive 
time  of  the  first  months.  Preparations  to  this  effect 
have  been  made.  There  would  also  be  no  crews  to  be 
found  for  them.  Just  as  little  decisive  effect  can  be 
ascribed  to  any  considerable  extent  to  American  troops, 
which,  in  the  first  place,  cannot  be  brought  over,  through 
lack  of  tonnage. 

There  remains  only  the  question,  what  attitude  would 
America  take  in  the  face  of  a  conclusion  of  peace  into 
which  England  would  be  coerced!  It  is  not  to  be  sup- 
posed that  she  would  then  decide  to  continue  the  war, 
as  she  would  have  no  means  at  her  disposal  to  take  any 
decisive  action  against  us,  while  her  sea  traffic  will  be 
liable  to  be  damaged  by  us.  On  the  contrary,  it  is  to  be 
expected  that  she  will  participate  in  the  English  con- 
clusion of  peace  in  order  to  obtain  as  quickly  as  possible 
again  sound  economic  conditions. 

I  therefore  draw  the  conclusion  that  an  unrestricted 
U-boat  war,  which  must  be  recommended  as  early  as 
possible  in  order  to  bring  about  peace  before  the  world's 
harvest  of  Summer,  1917,  that  is,  before  August  1st, 


276    HISTORY  OF  TRANSPORT  SERVICE 

should  even  take  the  consequences  of  a  break  with  Amer- 
ica, because  we  have  no  other  alternative.  A  quickly 
launched,  unrestricted  U-boat  war  is  therefore  the  only- 
correct  means  to  end  the  war  victoriously,  in  spite  of 
the  risk  of  a  break  with  America.  It  is  also  the  only 
way  to  this  goal. 

In  order  to  obtain  in  due  time  the  necessary  effect, 
the  unrestricted  U-boat  war  must  commence  at  the  latest 
on  February  1st.  I  beg  Your  Excellency  to  inform  me 
whether  the  military  situation  on  the  Continent,  espe- 
cially in  the  face  of  the  still  remaining  neutrals,  will 
permit  of  this  date.  I  require  a  period  of  three  weeks  in 
order  to  make  the  necessary  preparations. 

V.  HOLTZENDOKFF. 


ALBERT  GU-EAVES,    VICE   ADMIRAL,   U.S.N. 
lias  hccii  duly  elected  a  member  or  the 

War  S()(  ii:tv 

OK  TIIK 

Cri'isi: R  AM)  Transport  Forc  e 

In{<)U1'()i<ati:i> 

IX  Ti:STi.M().\"l   WIIKKI'.OF.  the  names  oFthe  proper 
<.>Fheers  aiul  the  seiil  ol  the  .Soeietv  are  hereunto  nl'h.ved 


D.I  ted 


MAY  23.   1919. 


^ 


7  >^ 


<S^^ 


L 


vici  I'll  the  lluilta  Sti.lv-.-  Sliip 

FLAGSHIP   SEATTUE 


OFFICER   PERSONNEL   OF    UNITED    STATES 

CRUISER  AND  NAVAL  TRANSPORT 

SERVICE 

FROM  MOBILIZATION  IN  1917  TO  THE 
ARMISTICE,  NOVEMBER,  1918 


CRUISER  AND  TRANSPORT   FORCE 

FORCE  COMMANDER 
VICE  ADMIRAL  ALBERT  GLEAVES,  U.  S.  N. 

FLAGSHIP 
U.  S.  S.  SEATTLE 

CHIEF  OF  STAFF 
CAPTAIN  DE  W.  BLAMER,  U.  S.  N. 


FORCE  TRANSPORT  OFFICE 

Captain  A.  H.  Robertson,  USN 
Captain  C.  B.  Morgan,  USN 
Commander  Robert  Henderson,  USN 
Commander  C.  C.  Soule,  USN 
Commander  Vv'.  S.  Giles,  USN 
Commander  E.  Armstrong,  USN 

FORCE  ENGINEER  OFFICE 

Lieut.-Comdr.  F.  M.  Perkins,  USN 
Lieut.-Comdr.  E.  D.  Almy,  USN 
Lieutenant  (T)  S.  L.  Almon,  USN 
Lieutenant  C.  E.  Milbury,  USNRF 
Boatswain  (T)  W.  E.  McCabe,  USN 

FORCE  SUPPLY  OFFICE 

Comdr.  (SC)  Ray  Spear,  USN 
Ensign  (SC)  O.  Tagland,  USN 
Ensign  (SC)  J.  D.  Gagan,  USN 

FORCE  MEDICAL  OFFICE 

Comdr.  (MC)  A.  L.  Clifton,  USN 
Comdr.  (MC)  C.  N.  Fiske,  USN 
Comdr.  (MC)  J.  J.  Snyder,  USN 
Lieut.  (DC)  J.  V.  McAlpin,  USN 

FLAG  SECRETARIES 

Lieut.-Comdr.  A.  L.  Bristol,  USN 
Commander  C.  C.  Gill,  USN 


FLAG  LIEUTENANTS 

Lieut.-Comdr.  T.  A.  Symington,  USN 
Lieutenant  J.  H.  Lawson,  USN 

TORPEDO  AND  GUNNERY 
OFFICE 

{Also  Personnel) 

Lieut.-Comdr.  F.  H.  Roberts,  USN 
Lieutenant  E.  N.  Fisher,  USN 

FORCE  RADIO 

Lieutenant  C.  N.  Ingraham,  USN 
Lieutenant  R.  S.  H.  Venable,  USN 
Lieutenant  H.  L.  Leeb,  USNRF 

FORCE  MARINE  OFFICE 
Captain  R.  H.  Tebbs,  Jr.,  USMC 

COMMUNICATIONS 

Lieutenant  J.  P.  Brown,  USN 
Lieutenant  J.  S.  Watters,  USN 
Lieutenant  Wm.  H.  Long,  USNRF 
Lieutenant  De  C.  Fales,  USNRF 
Ensign  O.  B.  Jennings,  USNRF 
Ensign  M.  P.  Sherwood,  USNRF 
Ensign  H.  L.  Willoughby,  USNRF 
Ensign  (T)  E.  H.  Wardwell,  USNRF 


279 


280     HISTORY  OF  TRANSPORT  SERVICE 


NEWPORT  NEWS  DIVISION  OF  CRUISER  AND 
TRANSPORT  FORCE 

Commander:  Rear  Admiral  H.  P.  Jones,  U.  S.  N. 

Flagship:        U.  S.  S.  SIALIA 

Staff: 

Captain  J.  F.  Hines,  IT.  S.  N. Chief  of  Staff 

Lieut.  Commander  K.  H.  Donavin,  U.  S.  N. .  Aid 

Lieutenant  S.  W.  King,  U.  S.  N Aid 

Lieutenant  T.  S.  King,  2nd  U.  S.  N Aid 

Additional  Officers  in  Order  of  Reporting  for  Duty 

Ensign  S.  P.  Sears,  U.S.N.R.F Aid 

Lieutenant  (j.g.)  H.  R.  Wakeman,  U.S.N.R.F.  Aid 
Dental  Surgeon  C.  E.  Detmer,  U.S.N.R.F.  .  .  .Aid 

Dental  Surgeon  W.  J.  Davidson,  U.  S.  N Aid 

Paymaster  B.  Mayer,  U.  S.  N Division  Supply  OflScer 


Ensign  (T)  H.  M.  Leisure,  U.  S.  N.  .  , 
Lieutenant  G.  H.  Jett,  U.S.N.R.F.  . . 
Ensign  (T)  H.  B.  Leland,  U.  S.  N. . . . 

Ensign  I.  B.  Le^^,  U.S.N.R.F 

Ensign  W.  J.  Murray,  U.S.N.R.F. . . . 
Pharmacist  W.  M.  Benton,  U.  S.  N. . 
Ensign  P.  Seay,  U.S.N.R.F 


.Aid 

.  Division  Engineer  OflScer 

.Aid 

.Aid 

.Aid 

.Aid 

.Aid 


CRUISER  FORCE:  SQUADRON  2 

Commander:   Rear  Admiral  Marbury  Johnston,  U.  S.  N. 

Flagship:        U.  S.  S.  ISIS 

Staff: 

Lieutenant  Commander  R.  S.  Galloway,  U.  S.  N. .  .Aid 

Lieutenant  (j.g.)  C.  A.  MacDonald,  N.  N.  V. 

Ensign  H.  W.  Bro^vne,  N.  N.  V. 

Additional  Officers  in  Order  of  Reporting  for  Duty 

Lieutenant  (j.g.)  H.  R.  Leonard,  U.S.N.R.F. 
Lieutenant  Commander  J.  L.  Duffy,  U.S.N.R.F. 
Lieutenant  Commander  E.  C.  Jones,  U.S.N.R.F. 
Lieutenant  Commander  L.  E.  Congdon,  U.S.N.R.F. 
Lieutenant  Commander  R.  B.  Powers,  U.S.N.R.F. 
Lieutenant  Commander  M.  J.  Flannagan,  U.S.N.R.F. 
Lieutenant  Commander  W.  A.  Hogan,  U.S.N.R.F. 
Lieutenant  Commander  R.  Mod.  Mo.ser,  U.S.N.R.F. 
Lieutenant  Commander  L  F.  Shurtlcff,  U.S.N.R.F. 


OFFICER  PERSONNEL  OF   UNITED  STATES 
CRUISERS  AND  NAVAL  TRANSPORTS 


U.  S.  S.  AEOLUS 


{Transport) 


C.  S.  Kempff,  Commander,  USN 
M.  W.  Hutchinson,  Jr.,  Ensign,  USN 
F.  F.  Ingram  Ensign  (T),  USN 
H.  L.  Smith,  P.  A.  Surgeon,  USN 
W.  A.  Fort,  Asst.  Surgeon,  USNRF 
F.  P.  James,  Asst.  Surgeon,  USNRF 
H.  R.  Snyder,  P.  A,  Paymaster,  USN 
C,  M.  Austin,  Lieutenant,  USN 
J.  D.  Hashagen,  Jr.,  Lieutenant,  USNRF 
A.  J.  Shrader,  Lieutenant  (jg),  USNRF 
J.  C.  McDermott,  Ensign  (T),  USN 


W.  R.  Gardner,  Ensign  (T),  USN 
O.  S.  Dynes,  Ensign,  USNRF 

A.  B.  Torrey,  Ensign,  USNRF 
E.  H.  Tricou,  Paymaster,  USN 

L.  S.  Hill,  Asst.  Paymaster,  USNRF 
P.  Mullen,  Chief  Bosn.,  USN 

B.  C.  Phillips,  Boatswain  (T),  USN 
J.  H.  Dwyer,  Machinist,  USNRF 
H.  F.  Helmken,  Machinist,  USNRF 
G.  H.  Wheeler,  Carpenter,  USN 

B.  H.  White,  Pay  Clerk,  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


H.  V.  McCabe,  Lieutenant  (jg),  USN 

G.  E.  Wiebe,  Lieutenant,  USNRF 

C.  H.  Zearfoss,  Lieutenant  (jg),  USNRF 

R.  Snyder,  Ensign  (T),  USN 

W.  J.  Wheatley,  Ensign,  USNRF 

M.W.  Boykin,  Asst.  Paymaster,  USNRF 

R,  J.  White,  Asst.  Paymaster,  USN 

L.  C.  Fuller,  Act.  Pay  Clerk,  USN 

N.  C.  Lovegrove,  Ensign,  USNRF 

T.  M.  Possatt,  Ensign,  USNRF 

C.  E.  Evans,  Gunner  (T),  USN 

H.  G.  Mecklenberg,  Machinist  (T)  USN 

J.  A.  Sherman,  Carpenter  (T),  USN 

W.  E.  G.  Bartle,  Pharmacist,  USN 

J.  Metayer,  Lieut.  Comdr.,  USN  (Ret.) 

S.  J.  Skou,  Ensign  (T),  USN 

L.  McCormick,  Ensign  (T),  USN 

C.  E.  Rockwell,  Ensign,  USNRF 

A.  A.  Walker,  Ensign,  USNRF 
L.  E.  Walker,  Ensign,  USNRF 

B.  Weston,  Ensign,  USNRF 

W.  J.  Wheatley,  Ensign,  USNRF 

B.  E.  Jolidan,  Ensign,  USNRF 

L.  G.  Fuller,  Asst.  Paymaster  (T),  USN 
J.  W.  Decker,  Act.  Chaplain,  USN 
H.  B.  Grounds,  Bosn.  (T),  USN 
N.  S.  Winskill,  Lieutenant,  USNRF 
H.  W.  Olds,  Ensign,  USN 

C.  E.  Olsen,  Ensign,  USN 


J.  L.  Bigelow,  Ensign,  USNRF 

D.  A.  Frieman,  Ensign,  USNRF 
W.  C.  Richer,  Ensign,  USNRF 

E.  W.  Reynolds,  Ensign,  USNRF 

F.  E.  Snell,  Ensign,  USNRF 
O.  S.  Mock,  Gunner,  USNRF 

F.  H.  Ogle,  Pharmacist  (T),  USN 

G.  R.  Heissel,  Act.  Pay  Clerk  (T),  USN 
J.  W.  Luce,  Act.  Pay  Clerk  (T),  USN 
H.  G.  S.  Wallace,  Commander,  USN 

J.  D.  Hashogan,  Lieut.  Comdr.,  USNRF 
J.  L.  Begelon,  Lieutenant  (jg),  USNRF 
J.  L.  Nowell,  Ensign  (T),  USN 
E.  H.  WiUiams,  Ensign,  USNRF 
H.  T.  Johnson,  Asst.  Surgeon,  USNRF 
V.  B.  Gilman,  Asst.  Paymaster,  USNRF 
W.  L.  Rooney,  Asst.  Paymaster,  USNRF 

C.  M.  Anderson,  Lieutenant,  USNRF 
H.  J.  Thompson,  Lieutenant,  USNRF 
B.  L.  Barofsky,  Ensign  (T),  USN 

E.  D.  M.  Payne,  Ensign  (T),  USN 
T.  C.  Batdorf,  Ensign,  USNRF 
J.  J.  Fitzgerald,  Ensign,  USNRF 
G.  C.  Forrester,  Ensign,  USNRF 

D.  A.  Freeman,  Ensign,  USNRF 
W.  F.  Guy,  Ensign,  USNRF 

N.  C.  Lee,  Ensign,  USNRF 
S.  T.  Lemson,  Ensign,  USNRF 
P.  D.  RejTiolds,  Ensign,  USNRF 


281 


282     HISTORY  OF  TRANSPORT  SERVICE 


I.  G.  Seey,  Ensign,  USNRF 

H.  C.  F.  Wissman,  Ensign,  USNRF 

F.  W.  Wolf,  Ensign,  USNRF 

J.  D.  Blackwood,  Lieut.  (MC),  USNRF 

L.  M.  Smith,  Lieut.  O'g)  (MC),  USNRF 


H.  J.  Lehman,  Lieut,  (jg)  (MC),  USN 
F.  J.  Sullivan,  Ensign  (PC),  USNRF 
J.  W.  Rabbit,  Gunner  (T),  USN 
W.  G.  Bisel,  Pharmacist  (T),  USN 
J.  G.  Sabe,  Machinist,  USNRF 


U.  S.  S.  AGAMEMNON 

(Formerly  KAISER  WILHELM  II) 
(Transport) 


C.  B.  Morgan,  Captain,  USN 
Wallace  Bertholf,  Lieut.  Comdr.,  USN 

B.  R.  Ware,  Lieutenant,  USN 
M.  Collins,  Lieutenant,  USN 

J.  A.  Bumette,  Lieutenant,  USNRF 
A.  G.  Velton,  Lieutenant,  USNRF 
E.  Denzler,  Lieutenant,  (jg)  USNRF 

C.  J.  Bell,  Lieutenant  (jg).  CSNRF 
M.  Dumars,  Lieutenant  (jg),  USNRF 
W.  T.  Crowlev,  Lieutenant  (jg),  USNRF 
J.  J.  Parker,  Lieutenant  (jg),  USNRF 
W.  E.  0"ConneU,  Ensign,  USN 

J.  H.  Lawson,  Ensign,  USN 

A.  H.  Dodge,  Surgeon,  USN 

W.  G.  Neill,  Paymaster,  USN 

J.  N.  B.  Hill,  Asst.  Pa^^naste^,  USNRF 

C.  H.  Fogg,  Gunner,  USN 

H.  P.  K.  Lyons,  Carpenter,  USN 

G.  F.  Veth,  Machinist,  USN 

P.  R.  Abrams,  Machinist,  USN 

W.  R.  Joiner,  Pharmacist,  USN 

L.  H.  French,  Pharmacist,  USN 

Frank  Maytham,  Lieutenant,  NNV 

J.  E.  Powell  Lieutenant,  USNRF 

Moses Dumara,  Lieutenant  (jg),  USNRF 

C.  H.  Hermance,  Lieut,  (jg),  USNRF 

P.  R.  Abrams,  Ensign,  USN 

J.  J.  Enders,  Ensign,  USN 

R.  A.  Scott,  Ensign,  USN 


W.  H.  O'Donoghue,  Ensign,  USNRF 

E.  P.  Ne^-in,  Ensign,  USNRF 

G.  F.  Meares,  Ensign,  USNRF 

C.  W.  Colonna,  Asst.  Surgeon,  USN 

R.  Heym,  Asst.  Siu-geon,  NNV 

J.  P.  Helman,  Asst.  Paymaster,  USNRF 

W.  E.  Morton,  Pay  Clerk,  USN 

S.  E.  Haddon,  Pay  Clerk,  USN 

H.  L.  Leeb,  Ensign,  USNRF 

E.  O'Brien,  Ensign,  USNRF 

L.  Lockwood,  Asst.  Paj^master,  USN 

K.  J.  Chvens,  Asst.  Paj'master,  USN 

M.  L.  Pittman,  Lieutenant,  USNRF 

C.  G.  Muller,  Lieutenant,  USNRF 

E.  R.  Olmstead,  Ensign,  USXRF 

A.  D.  Delmer,  Ensign,  USNRF 

S.  R.  Mackie,  Ensign,  USNRF 

C.  K.  Etter,  Ensign,  USNRF 

R.  D.  Team,  Asst.  Surgeon,  USN 

E.  C.  Melton,  Asst.  Surgeon,  USNRF 
L.  F.  Snvder,  Dental  Surgeon,  USN 
H.  Shortall,  Ensign,  USNRF 

F.  C.  Sammons,  Ensign,  USNRF 
J.  J.  Starrow,  Ensign,  USNRF 
F.  W.  Clements,  Ensign,  USNRF 
O.  R.  Flagg,  Ensign,  USNRF 

J.  A.  Biello,  P.  A.  Surgeon,  USN 
W.  E.  Meadows,  Chaplain,  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


DsLvid  F.  Sellers,  Captain,  USN 
O.  E.  Grimm,  Lieutenant,  USN 
T.  S.  Maple,  Ensign,  USNRF 
J.  E.  Coane,  Ensign,  USNRF 
E.  F.  Jardine,  Ensign,  USNRF 
IL  R.  Hobson,  Ensign,  USNRF 
H.  R.  Baker,  Ensign,  USNRF 

A.  E.  Conner,  Ensign,  USNRF 
J.  E.  Doward,  Ensign,  USNRF 
C.  IL  Whitney.  Ensign,  USNRF 
J.  W.  Fitzpatrick,  Ensign,  USNRF 

B.  T.  Campbell,  Ensign,  L^SNRF 
G.  G.  Kluber,  Ensign,  USx\RF 

A.  W.  McGinnis,  Ensign,  USNRF 


C.  J.  Buck,  Asst.  Paymaster,  USNRF 
B.  H.  Micou,  Asst.  Paymaster,  USNRF 
J.  E.  Topliifc,  Asst.  Paymaster,  USNRF 
IL  J.  Mcgin,  Pharmacist,  USNRF 
H.  E.  Meyers,  Boatswain,  USNRF 
E.  F.  Ilardine,  Lieutenant  (jg),  USNRF 

A.  J.  Hcnriqucs,  Lieut.  USNRF 
J.  J.  Orr,  Ensign,  USNRF 

B.  L.  Lavender,  Ensign,  USNRF 
W.  F.  Cleveland,  Ensign,  USNRF 
M.  S.  P.  Williams,  Ensign,  T.SNRF 
Bruce  R.  Ware,  Lt.  Comdr.  USN 
L.  Blanchard,  Lieutenant,  USNRF 

W.  M.-  Fleishman,  Lieutenant,  USNRP 


OFFICER  PERSONNEL 


283 


C.  K.  Blackburn,  Lieutenant,  USN 
F.  A.  Green,  Ensign,  USNRF 

J.  N.  Whipple  Ensign,  USNRF 

D.  B.  Fulton,  Ensign,  USNRF 
B.  D.  Conant,  Ensign,  USNRF 
A.  M.  Billings,  Ensign,  USNRF 
J.  E.  Murphv,  Ensign,  USNRF 
W.  F.  De  Sliding,  Ensign,  USNRF 
F.  C.  Kukurk,  Ensign,  USNRF 

J.  P.  Downing,  Ensign,  USNRF 


W.  B.  Dowie,  Ensign,  USNRF 
J.  V.  Klemann,  Captain,  USN 
R.  H.  Blake,  Ensign,  USNRF 
W.  E.  Batty.  Ensign,  USNRF 
L.  Beekman,  Ensign,  USNRF 
L.  B.  Beatty,  Ensign,  USNRF 
A.  B.  Bennett,  Ensign,  USNRF 
J.  W.  Beatty,  Ensign,  USNRF 
T.  J.  Costello,  Ensign  (T),  USN 
C.  E.  Barnes,  Ensign,  USNRF 


U.  S.  S.  ALBANY 

(Cruiser) 


J.  J.  Raby,  Commander,  USN 
C.  S.  McWTiorter,  Lieutenant,  USN 
I.  W.  Bobbins,  P.  A.  Surgeon,  USN 
J.  E.  Brenner,  Lieutenant  (jg),  USN 
C.  W.  LeRoy,  Pay  Clerk,  USN 
C.  F.  Osborn,  Ensign,  USN 
R,  W.  Wuest,  Lieutenant,  USN 
R.  J.  Miller,  Lieutenant,  USN 


M.  Hodson,  Lieutenant,  USN 

T.  R.  Bunting,  Gunner  (R),  USNRF 

R.  V.  Miller,  Lieutenant  (jg),  NNV 

A.  R.  Schofield,  Asst.  Paymaster,  USN 

J.  R.  Sullivan,  Ensign,  USN 

P.  R.  Taylor,  Ensign,  USN 

T.  J.  Haffey,  Ensign,  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


J.  D.  Wognum,  Pay  Clerk  (T),  USN 
W.  G.  Scott,  Carpenter  (T),  USN 
J.  Leeming,  Ensign,  USNRF 
A.  H.  Acorn,  Ensign,  USNRF 
S.  S.  Yeandie,  2nd  Lieutenant,  USCG 
M.  J.  Ryan,  2nd  Lieutenant,  USCG 
J.  J.  Hendren,  Asst.  Surgeon,  USN 
V.  Peterson,  Gunner  (O),  USNRF 
C.  H.  Crawford,  Boatswain,  USNRF 
F.  D.  narrower.  Ensign  (T),  USN 
W.  C.  Rickerson,  Ensign  (T),  USN 

C.  E.  Nordhus,  Ensign  (T),  USN 

W.  W,  Funk,  Ensign  (T)  (NE),  USN 

D.  D.  Smead,  Jr.,  Ensign  (T),  USN 

C.  D.  Everingham,  Asst.  Paymaster, 
V    USNRF 
T.  H.  Boyce,  Pay  Clerk  (Act.)  USN 


W.  C.  Watts,  Commander,  USN 

M.  C.  Forster,  Ensign  (T),  USN 

G.  F.  Mentz,  Ensign,  USN 

J.  C.  Metzel,  Ensign,  USN 

P.  Van  R.  Harris,  Lieutenant  (jg),  USN 

W.  W.  Weld,  Lieutenant  (jg),  USN 

C.  W.  Hanna,  Lieutenant  (jg),  USNRF 

J.  H.  Flagg,  Ensign,  USNRF 

R.  W.  Collins,  Ensign,  USNRF 

E.  B.  Cantey,  Asst.  Paymaster,  USN 

C.  F.  Adams,  Ensign,  USN 

R.  P.  Adair,  Ensign,  USNRF 

John  R.  Adams,  Ensign,  USNRF 

C.  M.  Glassmire,  Lieut.  (MC),  USN 

H.  A.  Shepard,  Ensign.  USNRF 

R.  T.  Weber,  Ensign,  USNRF 

C.  L.  McCune,  Ensign,  USN 


U.  S.  S.  AMERICA 


(Transport) 


G.  C.  Day,  Captain,  USN 
F.  L.  Oliver,  Lieut.  Comdr.,  USN 
C.  M.  Peck,  Lieut.  Comdr.,  NNV 
W.  W.  Turner,  Lieutenant,  USN 
William  Mallett,  Lieutenant,  USNRF 
C.  S.  Sholes,  Lieutenant  (jg),  USNRF 
F.  Keene,  Lieutenant  (jg),  USNRF 
Lowell  Cooper,  Ensign,  USN 

C.  A.  Lombard,  Ensign,  USNRF 
W.  J.  Wilkie,  Ensign,  USNRF 

D.  McCarthy,  Ensign,  USNRF 


R.  W.  Ehrhardt,  Ensign,  NNV 
J.  D.  Manchester,  Surgeon,  USN 
A.  H.  Deering,  Asst.  Surgeon,  USNRF 
G.  B.  Bloomer,  Asst.  Paymaster,  USNRF 
T.    D.    Loughlan,    Asst.    Paymaster, 

USNRF 
H.  W.  Smith,  Boatswain,  USNRF 

C.  A.  Grove,  Boatswain,  USNRF 
A.  Wing,  Boatswain,  USN 

J.  J.  Madden,  Gunner,  USN 

D.  Duffy,  Gunner,  USN 


284     HISTORY  OF  TRANSPORT  SERVICE 


J.  M.  McEwen,  Gimner,  USNRF 
L.  T.  Griffin,  Machinist,  USXRF 
A.  H.  Hoffman,  Machinist,  USNRF 
M.  Bayer,  Machinist,  USN 
T.  L.  Hannah,  Asst.  Nav.  Constr.,  USN 
W.  E.  Bassett,  Carpenter,  USN 

C.  A.  Rowe,  Ensign,  USN 

W.  H.  McWilHams,  Pharmacist,  USN 
M.  E.  Huntley,  Lieutenant,  USXRF 
W.  L.  Ainsworth,  Lieutenant,  USNRF 
A.  M.  Jones,  Asst.  Paymaster,  tiSN 
R.  A.  Blair,  P.  A.  Surgeon,  NXV 

D.  G.  McRitchie,  Paymaster,  USN 
G.  G.  Irwin,  Asst.  Surgeon,  USN 
J.  S.  Silvia,  Lieutenant  (jg),  NNV 

E.  C.  O'Shea,  Machinist,  USNRF 
J.  M.  L^^lch,  Surgeon,  USNRF 

R.  H.  Krepps,  Asst.  Surgeon,  USN 

D.  Barns,  Pay  Clerk,  USNRF 

W.  B.  Gordon,  Lieutenant  (jg),  USNRF 
W,  Tillotson,  Carpenter,  USNRF 
C.  C.  Pendleton,  Gunner,  USNRF 
J.  W.  McDonald,  Lieut,  (jg),  USNRF 
John  B.  Faison,  Ensign,  USNRF 
Robert  A.  Farnum,  Ensign,  USNRF 
John  F.  KiUgrew.  Ensign,  USNRF 
Ira  H.  Meyers,  Ensign,  USNRF 

E.  N.  Sweitzer,  Ensign,  USNRF 
R.  I.  Longabaugh,  Surgeon,  USN 
George  A.  Alden,  Asst.  Surgeon,  USN 


W.  H.  Pilcrantz,  Pay  Clerk,  USNRF 
C.  H.  Price,  Lieutenant  (jg),  USN 
J.  G.  M.  Stone,  Lieutenant  (jg),  USN 
S.  G.  Norton,  Lieutenant  0'g)>  USN 
R.  M.  Gerth,  Ensign,  USN 
J.  McKean,  Ensign,  USN 
A.  F.  Rodrick,  Asst.  Surgeon,  USNRF 
C.  V.  Van  Gassbeck,  Asst.  Surgeon,  USN 
L.  B.  Slickter,  Ensign,  USNRF 

A.  J.  McDaniel,  Pay  Clerk,  USN 
M.  M.  Leonard,  Chaplain,  USN 
V.  B.  Allison,  Ensign,  USNRF 

B.  T.  Barber.  Ensign,  USNRF 

E.  D.  Baker,  Jr.,  Ensign,  USNRF 

F.  J.  Barden,  Ensign,  USNRF 
J.  Bartlett,  Ensign,  USNRF 
J.  J.  Patterson,  Ensign,  USN 
L.  C.  Parker,  Ensign,  USN 
R.  L.  Bent,  Ensign,  USN 

A.  Anable,  Ensign,  USNRF 

F.  H.  Bobyshell,  Ensign,  USN 
L.  S.  Winston,  Ensign,  USNRF 
E.  O.  Eckdahl,  Ensign,  USNRF 

C.  L.  Poor,  Ensign,  USNRF 
V.  P.  Anderson,  Ensign,  USN 

J.  J.  Fitzgerald,  Ensign,  USNRF 

D.  M.  Taylor,  Ensign,  USNRF 

G.  W.  Faber,  Ensign,  USNRF 

A.    E.    Burroughs,    Asst.    Paymaster, 
USNRF 


Relief  Officers  in  Order  of  Reporting  on  Board 


Z.  E.  Briggs,  Captain,  USN 

F.  Spoerr,  Lieutenant,  USX'RF 

R.  E.  Brush,  Lieutenant  (jg),  USNRF 

G.  Fried,  Lieutenant  (jg),  USNRF 
C.  O.  Savage,  Ensign,  USNRF 

S.  H.  Noble,  Ensign,  USNRF 
W.  G.  Russell,  Ensign,  USNRF 
T.  F.  Crowther,  Ensign,  USNRF 
E.  L.  Walter,  Lieut,  (jg)  (MC),  USN 
J.  F.  Loba,  Lieut,  (jg)  (PC),  USN 
W.  J.  Whelan,  Ensign,  (PC)  USNTIF 
R.  H.  Stanly,  Pharmacist,  USN 
K.  H.  Goss,  Pay  Clerk,  USNRF 
G.  P.  Courtnay,  Lieutenant  O'g)  (MC), 
USNRF 


A.  C.  Blanding,  Lieutenant  (jg),  USNRF 
W.  S.  Block,  Lieutenant  (jg),  USNRF 
W.  C.  Martin,  Lieutenant  (jg),  USNRF 

A.  S.  Coble,  Ensign,  USNRF 

B.  C.  Brown,  Ensign,  USNRF 
F.  C.  Burk,  Ensign,  USNRF 
E.  P.  Bruch,  Ensign,  USNRF 

J.  W.  Butterick,  Ensign,  USNRF 

D.  T.  Smith,  Ensign.  USNRF 
R.  CIccland,  Ensign,  USNRF 

W.  W.  Hawkes,  Lieut.  (MC),  USNRF 
McD.  Scott,  Lieut.  (MC),  USNRF 

C.  C.  Pendleton,  Gunner,  USNRF 
Del.  M.  Young,  Gunner,  USN 

E.  Hamilton,  Pay  Clerk,  USNRF 


U.  S.  S.  ANTIGONE 
(Transport) 


3.  R.  Defrees,  Commander,  USN 

I.  C.  Bogart,  Lieutenant,  USN 

T.  W.  Sheridan,  Lieutenant,  USNRF 

H.  E.  Berg,  Lieutenant  (jg),  USNRF 

P.  C.  Morgan,  Lieutenant  (jg),  USNRF 


R.  R.  Claghorn,  Ensign,  USN 
R.  (;.  Moody,  Ensign  (T),  USN 
A.  K.  Goffe.  Ensign  (T).  USN 
A.  Eldridge,  Ensign  (T),  USN 
F.  F.  Webster,  Ensign  (T),  USN 


OFFICER  PERSONNEL 


285 


A.  E.  Freed,  Ensign  (T),  USN 

F.  R.  Wilson,  Ensign,  USNRP 

H.  C.  Curl,  Medical  Inspector,  USN 

H.  L.  Brown,  P.  A.  Surgeon,  I'SN 

R.  W.  Clark,  P.  A.  Paymaster,  USN 

H.  F.  Baske,  Asst.  Surgeon,  USN 

Paul  Keller,  Asst.  Surgeon,  USN 

A.  S.  Jewett,  Asst.  Paymaster,  USNRF 

D.  P.Marting,  Asst.  Paymaster,  USNRF 

J.  A.  Cook,  Carpenter,  USN 

C.  A.  Werner,  Machinist,  USNRF 

J.  M.  Thomas,  Pay  Clerk  (T),  USN 

C,  B.  Kirkpatrick,  Ensign,  USNRF 

K.  C.  Mcintosh,  P.  A.  Paymaster,  USN 

R.  C.  Adams,  Asst.  Paymaster,  USN 

J.  F.  Halloran,  Asst.  Paymaster,  USN 

C.  C.  Laws,  Boatswain,  USN 

H.  E.  Humphreys.  Pay  Clerk  (T),  USN 

R.  H.  Gibson,  Ensign,  USNRF 

M.  Case,  Asst.  Surgeon,  NNV 

H.  Top,  Pharmacist  (T),  USN 

W.  J.  Bisel,  Pharmacist  (T),  USN 

A.  C.  Dennison,  Ensign,  USNRF 

C.  H.  Henjes,  Ensign,  USNRF 

F.  W.  Girdner,  Ensign,  USNRF 

A.  Schwartz,  Ensign,  USNRF 

A.  R.  Gay,  Act.  Chaplain,  USN 

H.  Brannan,  Carpenter  (T),  USNRF 

J.  A.  Crocker,  Lieutenant,  USNRF 

F.  R.  Nichols,  Lieutenant,  USNRF 

M.  L.  Dunn,  Ensign  (E),  USNRF 


O.  J.  Case,  Asst.  Surgeon,  NNV 
Daniel  Hunt,  P.  A.  Surgeon,  USN 
Arthur  Joachims,  Lieutenant,  USNRP 

0.  R.  Flagg,  Ensign,  USNRF 

A.  J.  Chenery,  Asst.  Surgeon,  USNRF 
R.  Irving,  Ensign,  USNRF 
H.  M.  Fleetwood,  Lieutenant,  USNRP 
R.  D.  Beckford,  Ensign,  USNRF 

E.  L.  Casey,  Ensign,  USNRF 

A.  E.  Friedman,  Ensign,  USNRF 
J.  S.  Hanna,  Ensign,  USNRF 

A.  C.  Haven,  Ensign,  USNRF 
S.  W.  Higgins,  Ensign,  USNRF 
D.  H.  Marsh,  Ensign,  USNRF 
P.  L.  Mather,  Ensign,  USNRP 
S.  A.  Mead,  Ensign,  USNRP 

1.  Schwab,  Ensign,  USNRF 
J.  L.  Leary,  Ensign,  USNRP 

J.  J.  Gilham,  Midshipman,  USN 

F.  H.  Gilmer.  Midshipman,  USN 
T.  J.  Griffin.  Midshipman,  USN 

W.  B.  Lower,  Asst.  Paymaster,  USNRP 
H.  C.  Coburn,  Lieutenant,  USNRF 

G.  P.  Kenney,  Lieutenant,  USNRF 

J.  A.  Regnier,  Dental  Surgeon,  USNRP 
Jeremiah   Harris,   Asst.    Surgeon    (T), 
USN 

B.  Stuart,  Ensign,  USNRF 

P.  S.  DeGrouchy,  Ensign,  USNRP 
P.  Booth,  Ensign,  USNRF 
T.  R.  Jones,  Ensign,  USNRF 


Relief  Officers  in  Order  of  Reporting  on  Board 


Geo.  M.  Baum,  Commander,  USN 
John  Davis,  Lieutenant  (jg),  USNRF 
A.  H.  Dearing  Lieutenant  (MC)   USN 
Edward  W.  Neville  Ensign  (T),  USN 
C.  L.  Hoffman,  Ensign  (E).  USNRF 
H.  W.  Osterhaus,  Captain,  USN 
J.  P.  Bretherton,  Ensign,  USNRP 


J.  L.  Burt,  Ensign,  USNRP 
R.  H.  Bowers,  Ensign,  USNRP 
D.  J.  Brightman,  Ensign,  USNRP 
J.  S.  Blumenthal,  Ensign,  USNRF 

C.  J.  Glover,  Ensign  (PC),  USNRP 

D.  J.  Brawner,  Gunner  (T),  USN 
Dave  Shoemaker,  Boatswain  (T),  USN 


U.  S.  S.  CALAMARES 

{Transport) 


C.  L.  Arnold,  Commander,  USN 

E.  A.  Lichtenstein,  Lieut.  Comdr.,  USN 

R.  S.  Parr,  Lieutenant,  USN 

C.  L.  Jacobsen,  Lieutenant,  USN 

C.  F.  Hyrne,  Lieutenant,  USN 

C.  L.  Baker.  Lieutenant,  USNRP 

A.  M.  Austin,  Lieutenant  (jg),  USNRF 

R.  W.  Dearborn,  Lieut,  (jg),  USNRF 

E.  Rang,  Lieutenant  (jg),  USNRF 

W.  Harrington,  Lieut,  (jg),  USNRP 

T.  Mulholland,  Lieut,  (jg),  USNRF 


C.  D.  Draper,  Lieutenant  (jg),  USNRF 
J.W.  S.  Smith,  Lieutenant  (jg),  USNRF 
P.  S.  Hirst,  Ensign,  USNRF 
A.  E.  Nelson,  Ensign,  USNRP 
G.  O.  Gustafson,  Ensign,  USNRF 
P.  Rix,  Ensign,  USNRF 
W.  A.  Hawke,  P.  A.  Surgeon,  USNRF 
L.  G.  Jordan,  Asst.  Surgeon,  USN 
H.  L.  Howell  Asst.  Surgeon,  USNRP 
C.  G.  Warfield,  Asst.  Paymaster,  USN 
A.  Eldred,  Asst.  Paymaster,  USNRF 


286     HISTORY  OF  TRANSPORT  SERVICE 


A.  E.  Chase,  Asst.  PajTnaster,  USNRF 

M.  J.  Hannafein,  Boatswain,  USN 

V.  Peterson,  Gunner,  USN 

R.  S.  Lunney,  Gunner,  USN 

V.  H.  Richards,  Machinist,  USN 

W.  E.  Acton,  Jr.,  Carpenter,  USN 

N.  W.  Parks,  Pharmacist,  USN 

C.  A.  Cameron,  Pav  Clerk,  USN 

F.  W.  S.  Dean,  Medical  Inspector,  USN 

T.  A.  Clark,  Carpenter,  USN 


S.  Cochran,  Lieut.  Commander,  USN 

J.  W.  Baldwin,  Lieutenant,  USNRP 

E.  V.  Brewer,  Ensign,  USNRF 

R.  R.  Beatty,  Ensign,  USNRF 

P.  J.  Pond,  Ensign,  USNRF 

R.  M.  Bourne,  Ensign,  USNRF 

S.  F.  Boyd,  Ensign,  USNRF 

L.  H.  Ackerman,  Lieutenant,  USNRP 

J.  A.  Regnier,  Dental  Surgeon,  USNRF 

M.  J.  Hannafin,  Boatswain  (T),  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


C.  H.  Christainsen,  Ensign,  USNRF 
E.  S.  Templeton,  Ensign,  USNRF 
R.  M.  TVIiite,  Ensign,  USNRP 
H.  K.  Wilson,  Ensign,  USNRF 
A.  F.  Anglemyer,  Ensign,  USNRF 
L.  H.  Bodman,  Ensign,  USNRF 
W.  B.  Boise,  Ensign,  USNRF 
L  H.  Jones,  Ensign,  USNRF 
Thomas  Blau,  Lieut.  Comdr.,  USNRP 
H.  T.  Mitchell,  Lieutenant(jg),  USNRF 
E.  G.  Bachman,  Lieut,  (jg),  USNRF 
J.  J.  Cooney,  Ensign,  USN 
A.  P.  Croucher,  Ensign,  USN 


A.  G.  Crafts,  Ensign,  USN 

N.  R.  Copeland,  Ensign,  USN 

C.  T.  Dimmitt,  Ensign,  USN    • 

T.  M.  Duff,  Ensign,  USN 

H.  C.  Keil,  Machinist,  USNRP 

C.  E.  Tupper,  Machinist,  USNRF 

J.  A.  Kelley,  Machinist,  USNRF 

C.  C.  Ammeron,  Lieut.  (MC),  USNRF 
E.  W.  Fenton,  Lieut.  (PC)  (jg)  USNRF 

D.  M.  Jones,  Gunner  (E),  USNRF 
C.  H.  Hebble,  Machinist,  USN 

C.  H.  Hammond,  Machinist,  USNRF 
M.  L.  Fortier,  Machinist,  USNRF 


U.  S.  S.  CHARLESTON 

{Cruiser) 
Flagship  of  Rear-Admiral  H.  P.  Jones,  USN 


E.  H.  Campbell,  Commander,  USN 
Robert  Henderson,  Lieut.  Comdr.,  USN 

C.  W.  Crosse,  Lieutenant,  USN 
S.  F.  Heim,  Lieutenant,  USN 

K.  H.  Donavin,  Lieutenant,  USN 
G.  E.  Brandt,  Lieutenant,  USN 
T.  S.  King,  Lieutenant  (jg),  USN 
H.  S.  Keep,  Lieutenant  (jg),  USN 
H.  W.  Hoyt,  Lieutenant  (jg),  USN 
G.  F.  Neiley,  Lieutenant  (jg),  USN 
J.  H.  Smith,  Lieutenant,  USN 
W.  D.  Bungert,  Ensign,  USN 
H.  L.  Vickery,  Ensign,  USN 
J.  Irwin,  Paymaster,  USN 
J.  Maclntyre,  Ensign,  USN 
J.  P.  Richter,  Ensign,  USN 

F.  J.  "Wilson,  Asst.  Nav.  Constr.,  USN 

D.  C.  Beach,  Chief  Machinist,  USN 
W.  A.  Martin,  Boatswain,  USN 

G.  Kleinsmith,  Gunner,  USN 

H.  II.  I^loxham,  I'ay  Clerk,  USN 
W.  A.  Brams,  Asst.  Surgeon,  USN 


A.  E.  Stover,  Lieutenant  (jg),  NNV 
W.  A.  Taylor,  Lieutenant  (jg),  NNV 

C.  C.  Jackson,  Lieutenant  (jg),  NNV 
S.  C.  Williams,  Lieutenant  (jg),  NNV 
W.  S.  Forrest,  Lieutenant  O'g).  NNV 
G.  L.  Gens,  Ensign,  NNV 

E.  R.  Bussler,  Ensign,  USNRF 
R.  E.  Allen,  Ensign,  USNRF 

H.  B.  Converse,  Ensign,  USNRP 

D.  L.  Noves,  Ensign,  USNRF 
R.  W.  Dolton,  Ensign,  USNRP 
G.  L.  Heyer,  Ensign,  USNRF 

G.  Nolan,  Ensign  (NM),  USNRF 
J.  B.  Sasse,  Machinist,  USN 
M.  J.  Stubbs,  Asst.  Paymaster,  USN 
A.  B.  Clark,  Asst.  Paymaster,  USN 
C.  F.  Manley,  Carpenter,  USN 
Louis  Uttendorfcr,  Boatswain,  USN 

F.  W.  Nehls,  Boatswain,  USNRF 

O.  A.  Ilelraerichs,  Boatswain,  USNRF 
O.  Masscn,  Boatswain,  USNRF 


OFFICER  PERSONNEL 


287 


Relief  Officers  in  Order 

F.  T.  Evans.  Lieut.  Commander,  USN 
E.  M.  Mullen,  Asst.  Surgeon,  USN 
M.  L.  Carr,  Asst.  Surgeon,  USN 

W.  F.  Olson,  Ensign,  USNRF 

L.  E.  Burwell,  Ensign,  USNRF 

M.  Erickson,  Carpenter,  USN 

J.  E.  Ohlson,  Carpenter,  USN 

J.  W.  Lucas,  Gunner  (R),  USNRF 

M.  E.  Pope,  Machinist,  USN 

E.  M.  Thompson,  Machinist,  USN 

O.  Clark.  Lieutenant  (jg),  USNRF 

J.  A.  Sternberg,  Lieutenant  (jg),  USN 

E.  P.  Sauer,  Lieutenant  (jg),  USN 

C.  H.  White,  Ensign,  USNRF 

P.  W.  Richard,  Ensign,  USNRF 

G.  T.  Ellis,  Ensign,  USNRF 

M.  F.  Werner,  Gunner  (T),  USN 

K.  Farnum,  Act.  Pay  Clerk,  USN 

W.  J.  Rodgers,  Dental  Surgeon,  USNRF 

E.  C.  Long,  Captain,  USMC 

W.  M.  Marshall,  Captain,  USMC 

J.  F.  Hines,  Captain,  USN 

W.  H.  Shea,  1st  Lieutenant,  USCG 

S.  P.  Sears,  Ensign,  USNRF 

E.  L.  McSheehy,  Lieut.  Comdr.,  USN 

J.  W.  Chapman.  Ensign  (T),  USN 

R.  H.  Finlay.  Ensign  (T),  USN 

B.  A.  Grimball,  Ensign  (T),  USN 


of  Reporting  on  Board 
W.  P.  McCoy,  Ensign  (T),  USN 
W.  M.  Akin,  Ensign  (T),  USN 

D.  H.  McCoy.  Ensign  USNRF 
R.  A.  McCloud,  Ensign,  USNRF 

E.  R.  Maillette,  Act.  Pay  Clerk,  USN 
W.  I.  Greth,  2nd  Lieutenant,  USMC 
L.  A.  Odlin,  P.  A.  Paymaster,  USN 
C.  G.  Holland,  P.  A.  Paymaster,  USN 
R.  E.  Kline,  Pay  Clerk,  USNRF 

E.  A.  A.  Gendreau,  Asst.  Surgeon,  USN 

F.  J.  Hurney,  Act.  Chaplain,  USN 
E.  Danielson,  Ensign  (T),  USN 
T.  H.  Ross,  Ensign,  USNRF 

C.  C.  Jackson,  Lieutenant  (jg).  USNRF 
R.  P.  Bell,  Asst.  Surgeon,  USNRF 
C.  P.  Williams,  Ensign,  USNRF 
W.  L.  Littlefield,  Captain,  USN 

E.  D.  Washburn,  Commander,  USN 

F.  C.  Allen,  1st  Lieutenant.  USCG 
R.  V.  Ahlstrom,  Ensign  (T),  USN 
C.  S.  Allen,  Ensign  (T),  USN 

A.  D.  Alexander,  Ensign  (T),  USN 

E.  M.  Alexander,  Ensign  (T),  USN 

W.  Atherton,  Ensign  (T).  USN 

W.  E.  Andrews,  Ensign  (T),  USN 

E.  W.  Bacon,  Ensign  (T),  USN 

M.  T.  Clement,  Lieutenant  (MC),  USN 


U.  S.  S.  CHATTANOOGA 
(Cruiser) 


Arthur  MacArthur,  Commander.  USN 
Ellis  Lando,  Lieutenant.  USN 
Alexander  Macomb,  Lieut,  (jg),  USN 
A.  L.  Morgan,  Lieutenant  (jg),  USN 
Edward  Breed,  Ensign.  USN 
E.  G.  Herzinger,  Ensign.  USN 

Relief  Officers  in  Order 
C.  L.  Hansen.  Ensign.  USN 
Washington  Bogardus,  Ensign,  NNV 
R.  B.  McEwan.  Ensign,  NNV 
Morrison  B.  Orr^,  Ensign,  NNV 
William  T.  Brown,  Ensign,  NNV 
W.  K.  Blair,  Ensign,  NNV 
Parker  C.  Hatch,  Ensign,  NNV 
W.  H.  French,  Ensign,  USNRF 
Harold  F.  Fultz,  Ensign,  USNRF 
Sydney  W.  Ford,  Ensign.  USNRF 
R.  T.  Mahon,  Asst.  Paymaster.  USN 
Morris  A.  Jacobs,  Lieut,  (jg),  USNRF 
Fred.  A.  Zscheuschler.  2nd  Lieut.,  USCG 
Earl  F.  Chandler,  Ensign,  USNRF 
Eugene  R.  Black,  Ensign,  USNRF 
P.  Seaman  Bleecker.  Ensign,  USNRF 


Kenneth  L.  Coontz,  Ensign,  USN 
Ernest  H.  Barber,  P.  A.  Paymaster,  USN 
Roland  R.  Gasser,  Asst.  Surgeon,  USN 
Roy  E.  Smith,  I^ay  Clerk,  USN 
E.  D.  Wallridge.  Ensign,  USN 
Theo.  F.  C.  Walker,  Ensign,  USN 

of  Reporting  on  Board 
Kenneth  H.  Stetson.  Ensign  (T),  USN 
Ralph  A.  Ofstie,  Midshipman,  USN 
Charles  A.  Nicholson,  Ensign,  USN 
George  N.  Herring,  Asst.  Surgeon.  USN 
Harry  K.  Cage,  Commander,  USN 
Chester  K.  Harrison,  Ensign,  USNRF 
H.  V.  Adams,  Ensign.  USNRF 
Louis  Apfelbaum,  Ensign.  USNRF 
H.  Carson.  Ensign,  USNRF 
M.  B.  Savage,  Ensign,  USNRF 
Henry  K.  Barwick,  Ensign  (T).  USN 
Roland  S.  Bailey,  Ensign  (T).  USN 
William  Bailey,  Ensign  (T),  USN 
Charles  C.  Wolcott,  Lieut.  (MC).  USN 
Charles  B.  Forrest,  Pay  Clerk,  USN 


288     HISTORY  OF  TRANSPORT  SERVICE 


U.  S.  S.  CHICAGO 


(Cruiser) 


H.  G.  Sparrow,  Captain,  USN 

R.  W.  Kessler,  Commander,  USN 

L.  W.  Hesselman,  Lieut.  Comdr.,  USN 

W.  G.  Hodgson,  Lieut.  Comdr.,  USN 

H,  E.  WTiite,  Lieutenant,  USN 

G.  R.  Veed,  Lieutenant,  USN 

W.  R.  Cole,  Lieutenant  (jg),  USNRF 

H.  G.  Simonds,  Ensign,  USNRF 

E.  C.  Welch,  Ensign,  USNRF 

J.  M.  Quinlan,  Lieutenant  (jg),  USN 

R.  S.  Babcock,  Ensign,  USN 


G.  M.  Kennedy,  Lieutenant  (MC),  USN 
B.  F.  McDonald,  Lieut.  (MC),  USN 
H.  B.  Teegarden,  Lieut.  (PC),  USN 
E.  J.  Byrnes,  Machinist,  USN 
R.  Odening,  Machinist,  USN 
J.  V.  Thomas,  Machinist,  USNRF 
W.  J.  Schmidt,  Carpenter,  USN 
O.  F.  Bvrd,  Act.  Pay  Clerk,  USN 
P.  J.  Fleming,  Act.  Pay  Clerk.  USN 
J.  E.  Wood,  Act.  Pay  Clerk,  USN 


U.  S.  S.  CLEVELAND 

(Cruiser) 


John  F.  Hines,  Commander,  USN 
Carl  C.  Krakow,  Lieutenant,  USN 
William  E.  Baughman,  Lieut,  (jg),  USN 
Franz  B.  Melendy,  Lieut,  (jg),  USN 
William  F.  Roehl,  Lieut,  (jg),  USN 
William  D.Sullivan,  Ensign,  USN 
John  E.  Reinburg,  Jr.,  Ensign,  USN 
William  W.  Schott,  Ensign,  USN 

Relief  Officers  in  Order 
Ray  E.  Ames,  Pay  Clerk,  USN 
K.  M.  Bennett,  Commander,  USN 
J.  S.  Brayton,  Ensign,  USNRF 
J.  O.  Burgwin,  Ensign,  USNRF 
H.  Butler.  Ensign,  USNRF 
C.  Chapman,  Ensign,  USNRF 
W.  B.  Hanley,  Act.  Pay  Clerk,  USN 
P.  M.  Lund,  Act..Gunner,  USNRF 
C.  R.  Miller,  Commander,  USN 
W.  J.  McDonald,  Ensign,  NNV 
G.  W.  McKean,  3rd  Lieutenant,  USCG 
C.  W.  Taylor,  Gunner  (E),  USNRF 
A.  O.  Mang,  Machinist,  USN 
Douglas  S.  Moore,  Ensign  (T),  USN 
Kenneth  C.  Root,  Asst.  Paymaster,  USN 
W.  T.  Smart,  Boatswain,  USN 
Thomas  W.  Allen,  Ensign  (T),  USN 
A.  O.  Gies,  Ensign  (T),  USN 
H.  R.  Homer,  Ensign  (T),  USN 


Thomas  L.  Sprague,  Ensign,  USN 
Earl  E.  Stone,  Ensign,  USN 
Donald  A.  Green,  Ensign,  USN 
Grover  C.  Wilson,  Asst.  Surgeon,  USN 
Arthur  H.  Mayo,  P.  A.  Paymaster,  USN 
Wilson  S.  Hullfish,   Asst.  Paymaster, 
USN 

cf  Reporting  on  Board 
R.  B.  Schaal,  Ensign  (T),  USN 
J.  S.  Albany,  Ensign  (T),  USN 
S.  Fried,  Ensign  (T),  USN 
S.  E.  Howes,  Ensign  (T),  USN 
A.  Grove,  Boatswain  (T),  USN 
H.  M.  Martin,  Ensign,  USN 
S.  G.  Lamb,  Ensign,  USN 
W.  J.  Corcoran,  Asst.  Surgeon,  USN 
J.  J.  Hyland,  Captain,  USN 
H.  L.  Carter,  Ensign,  USNRF 
W.  J.  Stultz,  Ensign,  USNRF 
O.  W.  Blackett,  Ensign  (T),  USN 
G.  R.  Bedenkopp,  Ensign  (T).  USN 
F.  H.  Baxter,  Ensign,  USNRF 
T.  S.  Woods,  Ensign,  USNRF 
R.  S.  Lawson,  Ensign,  USNRF 
L.  O.  Crocker,  Ensign,  USNRF 
L.  V.  Lizars,  Ensign,  USNRF 
M.  S.  Bender,  Lieutenant  (MC),  USN 


U.  S.  S.  COLUMBIA 
(Cruiser) 


F.  B.  Upham,  Captain,  USN 
C.  C.  Moses,  Lieut.  Commander,  USN 
Weyman  P.  Beehler,  Lieutenant,  USN 
William  H.  Porter,  Lieutenant,  USN 
E.  R.  McClung,  Lieutenant  (js).  USN 
C.  W.  McNair,  Lieutenant  (jg),  USN 
L.  W.  Clarke,  Lieutenant  (jg)    USN 
J.  D.  Ross,  Lieutenant  Q'g).  NNV 


J.  W.  Fowler,  Ensign,  USN 
O.  F,.  Grimm,  Ensign,  USN 
L.  L.  Habrylewicz,  Ensign,  USN 
C.  W.  Styer,  Ensign,  USN 
H.  W.  Brown,  Ensign,  NNV 
IL  S.  Alden,  Ensign,  NNV 
A.  R.  Gilman,  Ensign,  USNRF 
J.  P.  Cozzens,  Ensign,  USNRF 


OFFICER  PERSONNEL 


289 


S.  J.  Meeker,  Ensign,  USNRP 

W.  S.  Forsyth,  Ensign,  USNRP 

A.  S.  Neilson,  Ensign,  USNRP 

H.  K.  McHarg,  Ensign,  USNRP 

O.  J.  Mink,  Surgeon,  USN 

J.  H.  Chambers,  Asst.  Surgeon,  USN 

H,  B.  Ransdell,  P.  A.  Paymaster,  USN 

W.  W.  Elder,  Act.  Chaplain,  USN 

Relief  Officers  in  Order 
Harmon,  Ensign,  USNRP 
G.  Jones,  Ensign,  USNRP 
.  L.  Royar,  Asst.  Paymaster,  USN 
Ellison,  Boatswain  (T),  USN 

E.  Myers,  Boatswain  (T),  USN 
.  A.  Doty,  Machinist  (T),  USN 
L.  Austin,  1st  Lieutenant,  USCG 
H.  Jones,  Lieutenant  (j'g),  USN 

.  Comstock,  Lieutenant  (jg),  USN 
Evans,  Ensign  (T),  USN 
R.  Jones,  Ensign,  USNRP 
K.  Wallace,  Ensign  (T),  USN 

F.  Schauffler,  Ensign  (T),  USN 
T.  Hassell,  Ensign  (T),  USN 
J.  Koehler,  Ensign  (T),  USN 
Denton,  Ensign  (T),  USN 
.  E.  Skinner,  Ensign,  USNRP 

S.  Dewey,  Ensign,  USNRP 

A.  Mitchell,  Ensign,  USNRP 
H.  Grove,  Lieutenant  (jg),  USNRP 

B.  McKeel.  Chief  Carpenter,  USN 
C.  McCray,  Pay  Clerk,  USN 
S.  Rockwell,  Pay  Clerk,  USN 
Poggi,  Pay  Clerk,  USNRP 
T.  Crone,  Ensign  (T),  USN 

Richcreek,  Boatswain  (T),  USN 
B.  Bennet.  Pay  Clerk,  USN 


S. 

G. 

M, 

P. 

H. 

W, 

P. 

R. 

M, 

H. 

T. 

C. 

B. 

T. 

C. 

E. 

W. 

H. 

H. 

C. 

A. 

M, 

W. 

G. 

W, 

B. 

O. 


P.  E.  Chester,  Ensign  (T).  USN 
G.  Crofton,  Ensign  (T),  USN 
Niels  Drustrup,  Gunner,  USN 
M.  Dickinson,  Gunner,  USN 
P.  L.  Elkins,  Machinist,  USN 
R.  G.  McClure,  Machinist,  USN 

A.  Tucker,  Asst.  Constr.,  USN 
J.  G.  Stanton,  Pay  Clerk,  USN 

of  Reporting  on  Board 
R.  L.  Hicks,  Ensign,  USN 
J.  P.  Halloway,  Ensign,  USN 
R.  C.  Graves,  Ensign,  USNRP 
T.  R.  Hicks,  Ensign,  USNRP 
J.  McK.  Spears,  Ensign,  USNRP 
C.  B.  Sherman,  Ensign,  USNRP 
E.  I.  Taylor,  Ensign,  USNRP 
C.  W.  O.  Goodwin,  Ensign,  USNRP 
John  Gallagher,  Lieut,  (jg)  (TM),  USN 
Earl  C.  Carr,  Asst.  Surgeon,  USN 
H.  L.  Brinser,  Captain,  USN 
J.  J.  London,  Commander,  USN 
W.  C.  Bowne,  Ensign,  USNRP 
C.  R.  Brick,  Ensign,  USNRP 

B.  S.  Blanchard,  Ensign,  USNRP 
K.  A.  Burger,  Ensign,  USNRP 
H.  H.  Brakeley,  Ensign,  USNRP 

C.  B.  Sheridan,  Ensign  (T),  USN 
E.  I.  Taylor,  Ensign,  USNRP 

C.  W.  O.  Goodwin,  Ensign,  USNRP 
S.  S.  Posnaugh,  Boatswain  (T),  USN 
J.  S.  Van  Winkel,  Lieutenant  (jg)  (MC), 

USN 
K.  A.  Burgess,  Ensign,  USNRP 
J.  T.  Wrightson,  Ensign,  USNRP 
Jos.  Boudette,  Ensign,  USNRP 


U.  S.  S.  COVINGTON 


(Transport) 


R.  D.  Hasbrouck,  Captain,  USN 

C.  L.  Arnold,  Lieut.  Commander,  USN 

C.  S.  Gillette,  Lieutenant,  USN 

W.  J.  Hine,  Paymaster,  USN 

P.  H.  Stibbens,  P.  A.  Surgeon,  USN 

H.  J.  White,  Ensign,  USN 

F.  Rasmussen,  Chief  Bosn.,  USN 

R.  M.  Huggard,  Chief  Machinist,  USN 
C.  V.  Kane,  Gunner,  USN 
R.  F.  MacDonald,  Gunner,  USN 
R.  P.  Roberson,  Carpenter,  USN 
H.  C.  Roe,  Pharmacist,  USN 

G.  Wilshire,  Ensign,  NNV 

G.  T.  January,  Lieutenant,  USNRP 
J.  O.  Porter,  Lieutenant,  USNRP 
R.  M.  Packer,  Lieutenant  (jg),  USNRP 
C.  B.  Pengar,  Lieutenant  (jg),  USNRP 


N.  M.  Goodwin,  Lieut,  (jg),  USNRP 
B.  C.  Edwards,  Lieutenant  (jg),  USNRF 
A.  S.  Whitehead,  Lieut,  (jg),  USNRP 
J.  A.  Johnson,  Lieutenant  (jg),  USNRF 
A.  W.  Gould,  Lieutenant  (jg),  USNRP 
E.  C.  Steinhart,  Ensign,  USNRP 
R.  S.  Smead,  Ensign,  USNRP 
D.  E.  Mason,  Ensign.  USNRP 
W.  E.  Caddigan,  Ensign,  USNRF 
A.  M.  Austin,  Ensign,  USNRP 
W.  H.  Gregg,  Ensign,  USNRP 
R.  J.  Routledge.  Ensign,  USNRP 
N.  C.  Rubinsky,  Asst.  Surgeon,  USNRF 
W.  J.  Pennell,  Asst.  Surgeon.  USNRF 
J.  S.  Hill,  Lieutenant  (jg),  USN 
A.    C.    Pettingill,    Asst.    Paymaster, 
USNRP 


290     HISTORY  OF  TRANSPORT  SERVICE 


Frederick  Kidston,  Boatswain  (T),  USN 
S.  S.  Armstrong,  Asst.  Paymaster,  USN 
R.  L.  Steketee,  Asst.  Paymaster,  USN 
J.  aicDonald,  Lieutenant  (jg),  USNRF 
W.  B.  King,  Ensign,  USNRF 


C.  Foose,  Ensign,  USNRF 
M.  F.  Gate,  Ensign,  USNRF 
P.  G.  Bertelson,  Ensign,  USNRF 
G.  C.  Fowler,  Dental  Surgeon,  USN 
P.  L.  Mitchell,  Chaplain  (A),  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


R.  H.  Sloan,  Lieutenant,  USNTIF 

J.  N.  Rasmussen,  Lieut,  (jg),  USNRF 

T.  H.  Parsons,  Ensign,  USNRF 

M.  H.  Sicard,  Asst.  Surgeon,  USNRF 

Guy  Whitlock,  Commander,  USN 

A.  Ohmer,  Carpenter,  USN 

W.  M.  Fleischman,  Lieutenant,  USNRF 


R.  Williams,  Ensign,  USNRF 
E.  P.  Story,  Ensign,  USNRF 
O.  G.  Dale,  Ensign,  USNRF 
L.  G.  Beattv,  Ensign,  USNRF 
H.  K.  Nickell,  Ensign,  USNRF 
L.  A.  Lehmair,  Ensign,  USNRF 


U.  S.  S.  DE  KALB 


(Cruiser) 


W.  R.  Gherardi,  Commander,  USN 

A.  S.  Wadsworth,  Lieutenant,  USN 

B.  A.  Strait,  Lieutenant,  USN 

A.  R.  Simpson,  Lieutenant  (jg),  USN 
T.  Bruggey,  Lieutenant,  USN 
T.  W.  Rudderow,  Lieutenant,  NNV 
F.  J.  Patton,  Surgeon,  NNV 
I.  D.  Coyle,  P.  A.  Paymaster,  USN 
J.  B.  Spencer,  Asst.  Surgeon,  USNRF 
R.  B.  Marble,  Jr.,  Lieut,  (jg),  USNRF 
L.  B.  Bernheim,  Lieut,  (jg),  USNRF 
M.  B.  Sullivan,  Lieut.  Gg).  USNRF 
W.  L.  Ainsworth,  Lieut,  (jg),  USN 
H.  B.  Howell,  Lieut,  (jg),  USNRF 
J.  S.  Roberts,  Ensign,  USN 
J.  S.  Burford,  Ensign,  USNRF 

E.  N.  Fisher,  Gunner,  i;SN 

C.  A.  Dannenmann,  Boatswain,  USN 

F.  Johnson,  Boatswain,  USNRF 
T.  W.  Jenkins,  Machinist,  USNRF 

Relief  Officers  in  Order 
Wm.  Baggaley,  Lieut.  Comdr.,  L'SN 
T.  Bretherton,  Asst.  Paymaster,  USNRF 
J.  Bona,  Gunner  (T),  USN 
L.  M.  Burt,  Gunner  (R),  USNRF 
H.  Liebweg,  Gunner  (T),  USN 
J.  B.  Carrol,  Bosn.,  USN 
R.  IL  Nexsen  Lieutenant,  USNRF 
A.  P.  Spencer,  Ensign  (T),  USN 
F.  Wurster,  Ensign,  USNRF 
C.  D.  Wardner,  Ensign,  USNRF 
J.  M.  Bright,  Ensign,  USNRF 
H.  A.  Topp.  Ensign,  USNRF 

E.  L.  Casey,  Ensign,  USNRF 
J,  O,  Huse,  Ensign,  USNRF 

F.  H.  Nelson,  Ensign,  USNRF 
J.  A.  Oraer,  P.  A.  Surgeon,  USN 

W.  R.  Morton,  Asst.  Paymaster  (T),  USN 
M.  P.  Kane,  Dental  Surgeon,  USNRF 


O.  D.  Parker,  Machinist,  USN 

W.  Neidert,  Carpenter,  USN 

E.  M.  Cronin,  Pay  Clerk,  USN 

L.  F.  Randall,  Pay  Clerk,  USN 

M.  D.  Yokes,  Asst.  Surgeon,  USNRF 

H.  J.  Gosselin,  Pay  Clerk,  USN 

J.  A.  Rittmayer.  Pay  Clerk,  USN" 

J.  A.  Alger,  Lieutenant,  USCG 

W.  S.  Condict,  Asst.  Surgeon,  USNRF 

W.  L.  Kimball,  Ensign  (T),  USN 

W.  E.  Chase,  Jr.,  Ensign  (T).  USN 

E.  M.  McIIvain,  Ensign  (T),  USN 

H.  J.  Benzing,  Lieutenant  (jg),  USNRF 

R.  B.  Taylor,  Ensign,  USNRF 

H.  Casselberry,  Ensign,  USNRF 

V.  A.  La  Barge,  Ensign,  USNRF 

R.  A.  Jenkins,  Ensign,  USNRF 

M.  C.  Bird.  Ensign,  USNRF 

J.  F.  Giiffin,  Ensign,  USNRF 

J.  A.  Judy,  Asst.  Surgeon,  USNRF 

of  Reporting  on  Board 
L.  M.  Overstreet,  Captain,  USN 
L.  L.  Walker,  Ensign,  USNRF 
J.  ISI.  Dennis,  Ensign,  USNRF 

E.  C.  Dale,  Ensign,  USNRF     . 

W.  K.  Ilaythorne,  Lieutenant,  USNRF 

F.  P.  Jones,  Dental  Surgeon,  USNRF 
R.  B.  Rogers,  Lieut,  (jg),  USN  (MC) 
E.  n.  Dodd,  Captain,  USN 

E.  T.  Cook,  Ensign,  USNRF 
C.  R.  Bradley.  Ensign,  USNRF 
C.  R.  Randall,  Ensign,  USNRF 
R.  J.  IL  PoMcll.  Ensign,  USNRF 
W.  L.  Jones,  Ensign,  USNRF 
N.  H.  Chase.  Ensign,  USNRF 
L.  A.  Hill,  Ensign.  USNRF 

L.  S.  Tailer,  Ensign,  USNRF 

F.  Hopkins,  Ensign,  USNRF 

G.  L  Murry,  Ensign,  USNRF 


^ 


OFFICER  PERSONNEL 


291 


U.  S.  S.  DENVER 


{Cruiser) 


Amon  Bronson,  Jr.,  Commander,  USN 
Newton  H.  White,  Jr.,  Lieutenant,  USN 
Robert  H.  Skelton,  Lieut,  (jg),  USN 
William  H.  O'Brien,  Jr.,  Lieutenant  (jg), 

USN 
Frank  S.  Bloomfield,  Lieut,  (jg),  NNV 
John  F.  Bates,  Ensign,  USN 
Martin  B.  Stonestreet,  Ensign,  USN 
Leon  F.  Brown,  Ensign,  USN 
Scldon  B.  Kennedy,  1st  Lieut.,  USMC 


Edward   C.   Little,   P.   A.   Paymaster, 
USNRF 

Claude  W.  Carr.  P.  A.  Surgeon,  USN 
George  B.  Tyler,  Asst.  Surgeon,  MRC 
John  W.  Rowe,  Midshipman,  USN 
Hayden  H.  Smith,  Midshipman,  USN 
Ford  L.  Wilkinson,  Jr.,  Midshipman, 

USN 
Arthur  G.  King,  Pay  Clerk,  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


R.  F.  Herrick,  Jr.,  Ensign,  USNRF 
J.  Hemphill,  Ensign,  USNRF 
A.  G.  Gennert,  Ensign,  USNRF 
Vi.  W.  Grace,  Ensign,  USNRF 
Arthur  L.  Kams,  Boatswain,  USN 
Charles  Horsted,  Electr.  Gunner,  USN 
George  W.  Williams,  Machinist,  USN 
Jesse  Robertson,  Pay  Clerk  USN 
J.  G.  Payne,  Lieutenant  (jg),  NNV 
D.  P.  Marvin,  2nd  Lieutenant,  USCG 
Edmund  Ocumpaugh  III,  Ensign,  USN 
Leicester  S.  Pettit,  Ensign,  USN 
Bruce  D.  Bromley,  Ensign,  USNRF 
Thomas  C.  Nicholls,  Jr.,  Ensign,  USN 
Romaine  Hathaway,  Pay  Clerk,  USN 
Edwar<^  B.  Fenner,  Commander,  USN 
J.  D.  Lowry,  Jr.,  Ensign,  USN 


Paul  F.  Lee,  Ensign,  USN 

Mulford  M.  Stewart,  Gunner,  USN 

Layton  B.  Carpenter,  Ensign,  USNRF 

Edward  M.  Chase,  Ensign,  USNRF 

David  Crow,  Ensign,  USNRF 

John  F.  MacDonald,  Ensign,  USNRF 

Nobart    W.    Thompson,    Jr.,    Ensign, 

USNRF 
Samuel  M.  Beath,  Ensign,  USNRF 
Delbert  M.  Small,  Boatswain,  USNRF 
George  E.  Davis,  Carpenter,  USNRF 
John  J.  Bradley,  Ensign,  USNRF 
William  W.  Deal,  Ensign,  USNRF 
O.  R.  Doerr,  Ensign,  USNRF 
T.  H.  Cherry,  Lieut,  (jg)  (MC),  USNRF 
James  D.  Moore,  Lieut.  Comdr.,  USN 
Martin  B.  Stonestreet,  Lieut.,  USN 


U.  S.  S.  DES  MOINES 


(Cruiser) 


J.  R.  Y.  Blakeley,  Commander,  USN 

E.  A.  W^olleson,  Lieutenant  (jg),  USN 

C.  A.  Bailey,  Lieutenant  (jg),  USN 
n.  B.  Grow,  Lieutenant  (jg),  USN 
W.  D.  Snyder,  Ensign,  USN 

F.  D.  Wagner,  Ensign,  USN 
O.  B.  Duncan,  Ensign,  NNV 

Relief  Officers  in  Order  of  Reporting  on  Board 

D.  W.  Wurtsbaugh,  Commander,  USN 


R.  T.  Gallenmore,  Ensign,  USN 

A.  F.  France,  Ensign.  USN 

E.  J.  Kidder,  Ensign,  USN 

C.  C.  Copp,  P.  A.  Paymaster,  USN 

W.  A.  Stoops,  Asst.  Surgeon,  USN 

E.  H.  Gale,  Pay  Clerk,  USN 


G.  T.  Jarvis,  2nd,  Ensign,  USNRF 

R.  D.  Keyes,  Ensign,  USNRF 

P.  C.  Kauffmann,  Ensign,  USNRF 

J.  T.  Scully,  Ensign,  USNRF 

H.  D.  Stillman,  Asst.  Paymaster,  USN 

W.  T.  McMahon,  Electr.  Gunner,  USN 

R.  F.  Streitz,  Machinist,  USN 

W.  L.  Calloway,  Pay  Clerk,  USN 

J.  Trebes,  Jr.,  3rd  Lieutenant,  USCG 

G.  W.  Haynes,  Ensign  (T)  (NE).  USN 


P.  J.  Drake,  Ensign,  USN 

E.  H.  Ellison,  Ensign,  USN 
J.  B.  Burnham,  Ensign,  USN 
R.  Williams,  Ensign,  USN 

J.  P.  Gallagher,  Pay  Clerk,  USN 

W.  O.  Skelton,  Pay  Clerk,  USN 

L.  C.  Thyson,  Lieutenant  (MC),  USN 

B.  Burns.  Ensign,  USNRF 

O.  Reran,  Ensign,  USN 

F.  P.  H.  Ackers,  Ensign,  USNRF 
H.  K.  Adams,  Ensign,  USNRF 


292      HISTORY  OF  TRANSPORT  SERVICE 


D.  M.  McGurl,  Ensign,  USN 

W.  P.  Martin,  Ensign,  USN 

G.  D.  Howell,  Jr.,  Ensign,  USN 

A.  B.  Pedin,  Ensign,  USNRF 

Z.  H.  Madison,  Captain,  USN 

Louis  Polon,  Lieutenant  (MC),  USNRF 

H.  G.  Fuller,  Lieutenant,  USN 


S.  J.  Burris,  Jr.,  Ensign,  USNRF 

F.  H.  Button,  Ensign,  USNRF 

A.  C.  Dunn,  Ensign,  USNRF 

F.  B.  Earhart,  Ensign,  USNRF 

W.  E.  Dunkum,  Machinist,  USNRF 

L.  B.  Hubbcll,  Ensign  (T),  USN 

W.  C.  Preston,  Lieutenant  (PC),  USN 


U.  S.  S.  FINLAND 
(Transport) 


W.  J.  Giles,  Commander,  USN 
A.  W.  Atkins,  Lieut.  Commander,  USN 
J.  B.  Hill,  Lieut.  Commander.  USNRF 
R.  F.  Skylstead,  Lieutenant,  USN 
John  Jenson,  Lieutenant,  USNRF 
C,  F.  Rogers,  Lieutenant,  USNRF 

A.  Jochimsen,  Lieutenant,  USNRF 
G,  H.  Gaskin,  Lieutenant,  USNRF 
John  Muir,  Lieutenant(jg)  _(E),  USNRF 
W.  J.  Rague,  Lieutenant  (jg),  USNRF 
J.  P.  Dempsey,  Lieutenant  (jg),  USN 
H.  O.  Carter,  Lieut,  (jg)  (E),  USNRF 
T.  Mathison,  Lieutenant  (jg),  USNRF 
Edward  Griffin,  Ensign,  USNRF 

J.  W.  Percy,  Ensign,  USNRF 
C.  B.  Forbes,  Ensign,  USNRF 

C.  R.  Streets,  Ensign,  USNRF 
N.  W.  Nicol,  Ensign,  USNRF 
E.  C.  Tew,  Ensign,  USNRF 

Relief  Officers  in  Order 

B.  R.  Lyon,  Asst.  Surgeon,  USN 
G.  E.  Ernst,  Ensign,  USN 

W.  F.  Morrison,  Ensign,  USNRF 
W.  F.  Laughlin,  Ensign,  USNRF 
P.  O.  McDonough,  Lieut,  (jg),  USNRF 
M.  A.  Cox,  Lieutenant  (jg),  USNRF 
L.  B.  O'Shaughnessey,  Asst.  Paymaster, 

USNRF 
L.  B.  Cummings,  Lieutenant,  USNRF 
G.  S.  Hawthorn,  Dental  Surg.,  USNRF 
R.  S.  Hotz,  Ensign,  USNRF 

D.  E.  Craig,  Gunner  (T),  USNRF 
P.  D.  Miller,  Ensign,  USNRF 

C.  E.  Fortlage,  Ensign,  USNRF 
J.  A.  Fields,  Ensign,  USNRF 
Harvey  F.  Hambur,  Ensign,  USNRF 
Geo.  W.  Stutt,  Lieutenant  (jg),  USNRF 
L.  C.  Krusen,  Ensign,  USNRF 


A.  J.  M.  Grant,  Ensign,  USNRF 
S.  Hansen,  Ensign,  USNRF 
G.  N.  Maynard,  Ensign,  USNRF 
J.  M.  Burke,  Ensign,  USNRF 
J.  L.  Shotwell,  Ensign  (E),  USNRF 
H.  R.  Hermcsch,  Surgeon,  USN 
S.  C.  Strauss,  Asst.  Surgeon,  NNV 
J.  W.  White,  Asst.  Surgeon,  USN 
T.  S.  Wylly,  Asst.  Paymaster,  USN 
F.  F.  Fulton,  Asst.  Paymaster,  USN 
Frederick  Heim,  Boatswain,  USN 
J.  W.  Agnew,  Gunner  (E),  USN 
W.  F.  Fitzpatrick,  Machinist,  USN 
L.  M.  Pierce,  Carpenter,  USN 
E.  A.  Thiele,  Pay  Clerk,  USN 
C.  Buskeley,  Pay  Clerk,  USN 
A.  J.  Larson,  Pharmacist,  USN 
J.  C.  GofiF,  Machinist,  USN 

of  Reporting  on  Board 
E.  E.  Woodland,  P.  A.  Surgeon,  USN 
Chas.  Blount,  Ensign.  USNRF 
Joshua  Baker,  Ensign,  USNRF 
W.  F.  Russel,  Lieut,  (jg),  USNRF 
R.  B.  CofFman,  Lieut.  Comdr.,  USN 
C.  E.  Skeen,  Lieut,  (jg),  USNRF 
R.  I.  Dillenback,  Lieut,  (jg).  USNRF 
J.  C.  Fishburn,  Ensign  (T),  USN 

C.  W.  Files,  Ensign,  USNRF 

W.  C.  Holmes,  Ensign  (T)  (E),  USN 
R.  J.  Home,  Ensign  (T)  (E),  USN 
J.  M.  Foster,  Ensign  (D)  (T),  USN 
J.  A.  Dorgan,  Lieutenant  (jg),  USNRF 
J.  A.  Rasraussen,  Lieut,  (jg),  USNRF 

D.  E.  Walso,  Ensign,  USNRF 
L.  S.  Ferdon,  Ensign,  USNRF 

E.  J.  Chapman,  Ensign.  USNRF 


W.  C.  Cole,  Captain,  USN 
R.  S.  Culp,  Lieut.  Commander,  USN 
J.  J.  Manning,  l^icut.  Commander,  USN 
J.  Wilkes,  Lieutenant  (jg),  USN 


U.  S.  S.  FREDERICK 
(Cruiser) 

I.  Parker,  Lieutenant  (jg),  USN 


J.  A.  Scott,  Lieutenant  (jg),  USN 
E.  M.  Hacker,  Paymaster,  USN 
C.  B.  Munger,  Surgeon,  USN 


OFFICER  PERSONNEL 


293 


A.  Rettig,  Chief  Boatswain,  USN 

P.  J.  Gundlach,  Ensign  (T),  USN 

R.  Semple,  Ensign  (T),  USN 

G.  C.  Smith,  Ensign  (T),  USN 

R.  R.  Clarke,  Asst.  Nav.  Constr.  (T), 

USN 
W.  D.  Dadd,  Ensign  (T),  USN 
J.  A.  Rogers,  Ensign  (T),  USN 
J.  P.  Jackson,  Commander,-  USN 

0.  P.  Oraker,  Ensign  (T),  USN 

1.  Lehrfeld,  Lieutenant  (jg),  USN 

W.  S.  B.  Claude,  Lieutenant  (jg),  USN 
A.  A.  Garcelon,  Jr.,  Lieut.  Commander, 

USN 
W.  R.  Cobb,  Lieutenant  (jg),  NNV 
T.  C.  Pounds,  Asst.  Surgeon,  NNV 
S.  R.  Siebert,  Ensign,  NNV 


H.  S.  Haynes,  Lieutenant  (jg),  NNV 

W.  B.  Allison,  Lieut.  Comdr.,  USN 

R.  A.  Silent,  Lieutenant,  NNV 

W.  E.  Hubbard,  Lieutenant,  NNV 

A.  M.  Baldwin,  Ensign,  NNV 

C.  B.  Tillotson,  Ensign,  NNV 

R.  W.  Byrns,  Act.  Pay  Clerk,  USN 

R.  R.  Thompson,  Act.  Pay  Clerk,  USN 

M.  B.  Byington,  Ensign,  USN 

H.  K.  Leventon,  Ensign,  USN 

J.  O.  Plonk,  Ensign,  USN 

J.  H.  Gowan,  Radio  Gunner  (T),  USN 

O.  L.  de  Vasconcellos  (Segundo  Teni- 

ente  Brazilian  Navy) 
M.  E.  Rothenberg,  Radio  Gunner  (T), 

USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


W.  S.  MacKay,  Radio  Gunner  (T),  USN 

J.  Richardson,  Machinist  (T),  USN 

G.  Glodzei,  Ord.  Gunner  (T).  USN 

V.  E.  Stack,  Captain,  USMC 

E.  O.  Ames,  Captain,  USMC 

E.  C.  Corwin,  Carpenter  (T),  USN 

C.  R.  Jacobsen,  Ensign,  NNV 

A.  F,  List,  Lieutenant  (jg),  USNRF 
P.  G.  McKinlay,  Lieut,  (jg),  USNRF 
T.  J.  Parker,  Ord.  Gunner  (T),  USN 
W.  R.  La  Motte,  Lieut,  (jg),  USNRF 
S.  S.Gant,  Pharmacist  (T),  USN 

E.  Richison,  Asst.  Surgeon,  USN 
G.  S.  Townsend,  2nd  Lieut.,  USMC 
J.  O.  Holcomb,  Ensign,  USNRF 

O.  McW.  Richardson,  Ensign,  USNRF 
G.  W.  Palmer,  Ensign,  USNRF 

F.  L.  McNally,  Ensign,  USNRF 
R.  T.  Jackson,  Ensign,  USNRF 
E.  R.  Hill,  Ensign,  USNRF 

W.  L.  Ainsworth,  Lieutenant,  USN 

S.  C.  Rowan,  Commander,  USN 

J.  P.  Dalton.  Lieutenant,  USN 

W.  F.  Roe,  Pay  Clerk,  USNRF 

O.  L.  Brewington,  Ensign  (T),  USN 

L.  King,  Boatswain  (T),  USN 

M,  P.  Kane,  Dental  Surgeon,  USNRF 

C.  M.  Dixon,  Ensign,  USNRF 

H.  T.  Greenwood,  Ensign,  USNRF 
H.  M.  C.  Hewson,  Ensign,  USNRF 
T.  W.  Stein,  Ensign,  USNRF 
E.  F.  Karges,  Ensign,  USNRF 
H.  M.  Howett,  Ensign,  USNRF 
J.  A.  Meeker,  Gunner  (T),  USN 

D.  S.  Robinson,  Chaplain,  USN 
R.  S.  Jones,  Machinist,  USN 

B.  E.  Blossei,  Gunner  (T),  USN 


H.  L.  MacBride,  Midshipman,  USN 
H.  MarienhoflF,  Midshipman,  USN 
W.  E.  Miller,  Midshipman,  USN 
De  L.  Mills,  Midshipman,  USN 
C.  D.  Humphrey,  Midshipman,  USN 

C.  L.  Hutton,  Midshipman,  USN 
J.  V.  McElduff,  Midshipman,  USN 

D.  A.  McMillan,  Midshipman,  USN 

C.  B.  McVay,  3rd,  Midshipman,  USN 
J.  H.  McKay,  Midshipman,  USN 

P.  W.  Haines,  Ensign,  USN 
S.  K.  Hall,  Ensign,  USN 

D.  Pond,  Asst.  Surgeon,  USNRF 

H.  R.  Delaney,  Dental  Surgeon,  USNRF 
A.  A.  Ammon,  Machinist  (T),  USN 
W.  R.  Roberts,  Machinist  (T),  USN 
A.  G.  Creamer,  Carpenter  (T),  L^SN 

E.  C.  Grinnell,  Midshipman,  USN 

F.  M.  Lynch,  Midshipman,  USN 

C.  H.  Johnson,  Midshipman,  USN 
J.  J.  Smith,  Midshipman,  USN 

W.  A.  Lockwood,  Midshipman,  USN 
A.  W.  Ogle,  Captain,  USMC 

D.  Ball,  2nd  Lieutenant,  USMC 
H.  B.  Emerson,  Ensign,  USNRF 
M.  E.  Earle,  Ensign,  USNRF 

D.  H.  Else,  Ensign,  USNRF 
J.  S.  Fasten,  Ensign,  USNRF 

G.  A.  Chalel,  Ensign,  USNRF 
L.  H.  Chase,  Ensign,  USNRF 
C.  F.  Eddv,  Ensign,  USNRF 

E.  F.  EUwood,  Ensign,  USNRF 

E.  F.  Hoban,  Ensign,  USNRF 

R.  N.  Russell,  Lieut,  (jg).  Chaplain 
W.  P.  Scott,  Captain,  USN 

F.  Y.  Weigert,  Ensign,  USNRF 
R.  E.  Durgin,  Ensign,  USNRF 


294     HISTORY  OF  TRANSPORT  SERVICE 


U.  S.  S.  GALVESTON 


(Cruiser) 


Francis  L.  Chadwick,  Commander,  USN 
Clarence  McC.  McGill,  Lieut.  Comdr., 

USN 
Carl  G.  Gilliland,  Lieutenant,  USN 
\Miitley  Perkins,  Lieutenant,  USN 
Wilber  M.  Lockhart,  Lieut,  (jg),  USN 
Owen  T. Hurdle,  Lieut,  (jg)  (T)  (B),USN 
Mertin  C.  Wade,  Jr.,  Ensign,  USN 
Brice  H.  Mack,  Ensign  (T)  (G),  USN 
Robert  J.  Ford,  Ensign  (T)  (B),  USN 


James  A.  Bass,  P.  A.  Surgeon,  USN 
Arthur  L.  Myrland,  Asst.  Paymaster, 

USN 
Louis  M.  Bourne,  Jr.,  Captain,  USMC 
William  W.  Scott,  Captain,  USMC 
Walter  Wilson,  Act.  Pay  Cierk,  USN 
T.  W.  Allen,  Ensign,  USNRF 
William  F.  Andreas,  Ensign.  USNRF 
William  L.  Hawse,  Ensign,  USNRF 
Joseph  B.  Hoyt,  Ensign,  USNRF 


Relief  Officers  in  Order  of  Reporting  on  Board 


T.  F.  Coleman,  Ensign,  USNRF 
Beverley  R.  Harrison,  Ensign,  USNRF 
R.  W.  Collev,  Ensign,  USNRF 
Culber  Beebee,  Ensign,  USNRF 
Joseph  R.  Breasnell,  Ensign,  USNRF 
Waddie    P.    Jackson,    Asst.    Surgeon, 

USNIJ' 
Christopher  C.  Fewel,  Comdr.,  USN 
J.  B.  McDonald,  Jr.,  Ensign,  USNRF 


C.  McGauly,  Ensign,  USN 

Alfred    P.    Magness,    Lieutenant    (jg) 

(MC),  USNRF 
Paul  F.  Christopher,  Ensign  (T),  USN 
William  C.  Eubank,  Ensign  (T).  USN 
Kenneth  Van  House,  Ensign  (T),  USN 
Edwin  W.  Davis,  Captain,  USCG 
Theo.  F.  Appleby,  2nd  Lieut.,  USMC 


U.  S.  S.  GEORGE  WASHINGTON 


(Transport) 


E.  T.  Pollock,  Captain,  USN 

G.  D.  Johnstone,  Lieut.  Comdr.,  USN 

A.  M.  Cohen,  Lieutenant,  USN 

J.  J.  Brosnek,  Lieutenant,  USN 

W.  H.  Fleming,  Lieutenant,  USNRF 

A.  S.  Johnston,  Lieutenant  (jg),  USNRF 

Morris  H.  Spriggs,  Lieut,  (jg),  USN 

C.  E.  Milbury,  Lieutenant  (jg),  USNRF 

Edward  Mansie,  Lieut,  (jg),  USNRF 

Clyde  Keene,  Ensign,  USN 

J.  R.  Burkhart.  Ensign,  USN 

Gerald  OIlif,  Ensign,  USN 

G.  T.  Wells,  Ensign,  USNRF 

John  F.  INIurphv,  Surgeon,  USN 

J.  G.  Enright,  P.  A.  Surgeon,  NNV 

F.  S.  Evers,  Asst.  Surgeon,  USN 

H.  B.  Lambert,  Asst.  Surgeon,  NNV 
F.  G.  Pyne,  Paymaster,  LSN 
P.  B.  Wood,  Asst.  Paymaster,  USNRF 
J.  L.  Gillson,  Asst.  Paymaster,  USNRF 
R.  F.  Gates,  Asst.  Paymaster,  USNRF 
Donald  ~  Hamilton,    Asst.    Paymaster, 

USNRF 
H.  D.  Green,  Machinist,  USNRF 


C.  E.  Rudolph,  Pay  Clerk,  USN 
W.  D.  I.  Domer,  Asst.  Paymaster,  USN 
R.  L.  Mabon,  Asst.  Paymaster,  USN 
S.  C.  Girardet,  Carpenter,  USN 
C.  E.  Rudolph,  Pay  Clerk,  USN 
C.  A.  Wilson,  Lieutenant,  USNRF 
H.  F.  Tabeling,  Lieut,  (jg),  USNRF 
Robert  Spearing,  Jr.,  Ensign,  USNRF 
W.  S.  Squires,  Ensign,  USNRF 
G.  S.  Thorp,  Pharmacist,  USN 
J.  S.  Peters,  Lieutenant.  USNRF 
G.  P.  Nightingale,  Lieut,  (jg),  USNRF 
John  R.  Roil,  Lieutenant  (jg),  USNRF 
J.  C.  Lough.  Dental  Surgeon,  USN 
G.  M.  Wich,  Lieutenant  (jg),  USNRF 
B.  B.  Brown.  Ensign,  USNRF 
Irving  Schwab,  Ensign,  USNRF 
Leon  Gottlieb,  Ensign,  USNRF 

B.  J.  McCann.  Ensign,  USNRF 

C.  F.  Durgin,  Ensign,  USNRF 

J.  F.  Massey,  Lieutenant  (jg),  USNRF 
Wm.  S.  Bainbridge,  Surgeon,  USNRF 
Albert  Klinger,  Lieutenant  (jg),  USN 


OFFICER  PERSONNEL 


295 


Relief  Officers  in  Order 

A.  S.  Johnstone,  Lieut.  Comdr.,  USNRF 

F.  B.  Stanley,  Ensign,  USNRF 

H.  C.  Stone,  Ensign.  USNRF 

R.  O.  Graves,  Ensign,  USNRF 

P.  B.  Dower.  Ensign,  USNRF 

W.  I.  Worrell,  Lieutenant  (jg),  USNRF 

M.  C.  Marley,  Asst.  Surgeon,  USN 

F.  A.  Hooker,  Asst.  Paymaster,  USNRF 

G.  B.  Johnson,  Dental  Surgeon,  USNRF 
I.  R.  Meyers,  Pay  Clerk  (T),  USN 

L.  F.  Haton,  Pay  Clerk,  USNRF 

F.  O.  Francis,  Lieutenant  (jg),  USNRF 

Chas.  La  Point,  Lieut,  (jg),  USNRF 

J.  L.  Garrity,  Ensign,  USNRF 

R.  J.  McGinn,  Ensign,  USNRF 

I.  Hathaway,  Ensign,  USNRF 

C.  L.  Winn,  Ensign,  USNRF 

C.  R.  Denner,  Ensign,  USNRF 

C.  C.  Gill,  Lieut.  Commander,  LTSN 
Frank  Minnikine,  Ensign,  USNRF 
A.  C.  Adams,  Ensign,  USNRF 

D.  S.  Boscom,  Ensign,  USNRF 
W.  L.  Fuller,  Ensign,  USNRF 
A.  Barton,  Ensign,  USNRF 

H.  O.  Roesch,  Lieutenant,  USN 
H.  B.  Campbell,  Ensign,  USNRF 
J.  A.  Huston,  Ensign,  USNRF 


of  Reporting  on  Board 

L.  A.  Webber,  Ensign,  USNRF 
F.  E.  Crawford,  Ensign,  USNRF 
J.  Power,  Ensign,  USNRF 
T.  B.  Van  Nest,  Ensign,  USNRF 
W.  K.  Wortman,  Commander,  USN 
Harmon  Hummel,  Ensign,  USNRF 
F.  F.  Knachel,  Ensign,  USNRF 
J.  H.  Keith,  Ensign,  USNRF 
C.  L.  Smith,  Ensign,  USNRF 
R.  S.  King,  Ensign,  USNRF 
S.  Garrison,  Ensign,  USNRF 

C.  S.  Couchman,  Ensign  (T),  USN 
I.  Chaplowe,  Ensign  (T),  USN 

L.  J.  Calender,  Ensign  (T),  USN 
J.  B.  Carr,  Ensign  (T),  USN 
W.  Chandler,  Ensign  (T),  USN 
S.  O.  Cowles,  Ensign  (T),  USN 
H.  Hodgson,  Gunner  (E),  USN 
I.  Gray,  Lieutenant  (jg),  USN  (MC) 
R.  P.  Dix,  Lieut,  (jg),  USNRF  (MC) 

E.  McCauley,  Jr.,  Captain,  USN 

F.  M.  Perkins,  Commander,  USN 
J.  R.  Shuman,  Ensign  (T),  USN 

D.  L.  Armstrong,  Ensign  (T),  USN 
J.  F.  White,  Ensign  (PC),  USNRF 
S.  B.  Rose,  Gunner  (E),  USN 
Alfred  Barrett,  Machinist,  USNRF 


U.  S.  S.  GREAT  NORTHERN 


( Transport) 


W.  W.  Phelps,  Captain,  USN 
A.  E.  Lee,  A.  P.  Surgeon,  USN 

A.  Ahman,  Lieut.  Commander,  USNRF 
E.  A.  Lofquist,  Lieutenant,  LTSN 

D.  T.  Hunter,  Lieutenant,  USN 

B.  E.  Tilley,  Lieutenant,  USN 

C.  V.  McCarty,  P.  A.  Paymaster,  USN 
C.  Wall,  Lieutenant,  USNRF 

W.  E.  Russell,  Lieutenant,  USNRF 
M.  C.  Partello,  Lieut,  (jg),  USNRF 
J.  I.  Callanan,  Asst.  Surgeon,  USN 
C.  R.  Barr,  Lieutenant,  USN 
W.  A.  Anderson,  Lieut,  (jg),  USNRF 
G.  Grundy,  Lieutenant  (jg),  USNRF 
G.  Kleinsmith,  Ensign  (T),  USN 
C.  H.  Dougherty,  Ensign  (T),  USN 
W.  R.  McFarland,  Ensign  (T),  USN 
H.  C.  Anderson,  Ensign,  USNRF 
C.  H.  Porta,  Ensign,  USNRF 
J.  B.  Wolters,  Ensign,  USNRF 
R.  KiUman,  Ensign,  USNRF 
R.  F.  Bradley,  Ensign,  USNRF 
W.  A.  Dougan,  Ensign,  USNRF 
C.  W.  Seitz,  Pay  Clerk  (T),  USN 
H.  Mewshaw,  Machinist  (T),  USN 


L.  B.  Provost,  Machinist  (T),  USN 
R.  P.  Helm,  Machinist  (T),  USN 
J.  Cullinan,  Boatswain,  USNRF 
J.  A.  Owen,  Asst.  Surgeon,  USN 
O.  T.  Tucker,  Pharmacist  (T),  USN 
M.  P.  Price,  Asst.  Surgeon,  USN 
E.  D.  Richards,  Ensign,  USNRF 
J.  P.  Jackson,  Ensign,  USNRF 
A.  C.  Carp,  Ensign,  USNRF 

C.  E.  Goodhue,  Lieutenant,  USNRF 
E.  A.  Clair,  Ensign,  USNRF 

W.  E.  Duncan,  Ensign,  USNRF 

K.  K.  Weimer,  Act."  Fay  Clerk  (T),  USN 

D.  P.  Fitzmaurice,  Carpenter  (T),  USN 

E.  F.  Shinn,  Act.  Pay  Clerk  (T),  USNRF 
W.  S.  Aylesworth,  Ensign,  USNRF 

C.  L.  Bergstrom,  Ensign,  USNRF 
L.  W.  Kurtzman,  Pharmacist,  NNV 
J.  F.  Fairgrave,  Ensign,  USNRP' 

J.  J.  Rafferty,  Ensign,  USNRF 

R.  F.  H.  Crawford,  Asst.  Paymaster, 

USNRF 
J.  W.  Parker,  Ensign,  USNRF 

D.  G.  Smith,  Ensign,  USNRF 


296     HISTORY  OF  TRANSPORT  SERVICE 


Relief  Officers  in  Order  of  Reporting  on  Board 


J.  F.  Cox,  Lieut.  Commander,  USN 
J.  L.  Duffy,  Lieut.  Commander,  USN 
L.  L.  Root,  Asst.  Paymaster,  USNRF 
F.  Black,  Ensign,  USNRF 
W.  D.  Clarke,  Ensign,  USNRF 
S.  Cox,  Ensign,  USNRF 
D.  Cummings,  Ensign,  USNRF 
H.  H.  Dadman,  Ensign,  USNRF 
A.  W.  De  Moulpied,  Ensign,  USNRF 
A.  T.  Douglas,  Ensign,  USNRF 
W.  G.  Dow,  Ensign,  USNRF 
V.  J.  Holsclaw,  Machinist,  USNRF 
P.  Paulson,  Machinist,  USNRF 
H.  L.  Doddin,  Midsh.  (CBM),  USNRF 
R.  G.  Emery,  Midsh.  (CBM),  USNRF 
J.  A.  Hoffman,  Midsh.  (CBM),  USNRF 
H.  A.  Horton,  Midsh.  (CBM),  USNRF 
J.  Nachman,  Midsh.  (CBM),  USNRF 
H.  P.  Small,  Midsh.  (CBM),  USNRF 
W.  H.  Barowski,  Act.  Pay  Clerk  (T), 
USN 


R.  H.  Roberts,  Midshipman,  USN 
H.  A.  Rochester,  Midshipman,  USN 
G.  C.  Whimsett,  Act.  Chaplain,  USNRF 
L.  Levy,  Dental  Surgeon,  USNRF 

F.  B.  Mullen,  Lieutenant  (jg),  USNRF 
C.  L.  Bergstrom,  Ensign,  USNRF 

H.  T.  Porter,  Machinist,  USNRP 

A.  J.  Aver,  Machinist,  USN 

V.  J.  Holsclaw,  Machinist,  USNRP 

H.  B.  Buse,  Machinist,  USNRF 

C.  K.  Hood,  Machinist,  USNRF 

J.  S.  Cronin,  Lieutenant  (MC),  USN 

S.  H.  R.  Dovie,  Captain,  USN 

C.  G.  Warfield,  Lieutenant  (PC),  USN 

Max  Cohen,  Lieut,  (jg)  (DC),  USNRP 

R.  W.  Clark,  Ensign,  USNRF 

J.  G.  Coffin,  Ensign,  USNRF 

E.  W.  Christie,  Ensign,  USNRF 

G.  C.  Derry,  Ensign,  USNRF 
H.  S.  Davis,  Ensign,  USNRF 
R.  B.  Fuller,  Ensign  (T),  USN 


U.  S.  S.  HANCOCK 

(Transport) 


W.  L.  Littlefield,  Captain,  USN 
Webb  Trammell,  Lieutenant,  USN 
H.  D.  Hinckley,  1st  Lieutenant,  USCG 
E.  M.  Williams,  Lieutenant,  USN 
M.  G.  Gamble,  Jr.,  Lieutenant,  USN 
G.  C.  Klein,  Lieutenant,  USN 
Henry  B.  Broadfoot,  Lieutenant,  USN 
David  F.  Mead,  Lieutenant  (jg),  USN 
James  Donaldson,  Lieut,  (jg),  USN 
Walter  A.  Vogelsang,  Asst.  Surg.,  LTSN 
Martin  J.  Costello,  Asst.  Surg.,  USN 
Lincoln  Humphreys,  Asst.  Surg.,  USN 
Chas.  D.  Morillon,  Pharmacist  (T),USN 
Harold  C.  Shaw,  P.  A.  Paymaster, USN 


Clifton  I.  DuFilho,  Act.  Pay  CIerk,USN 
Ernest  L.  Bass,  Asst.  Nav.  Constr.,USN 
A.  J.  Rinderle,  E.  Gunner  (T),  USN 
Chester  R.  Carson,  Gunner,  USN 
Daniel  J.  Connor,  CM.  Gunner,  USNRF 
Albert  F.  Weider,  Machinist  (T),  USN 
Walter  E.  Burtt,  Lieutenant,  USNRP 
Robert  H.  Davison,  Ensign,  USNRF 
Clem  S.  Clarke,  Ensign,  USNRF^ 
Louis  A.  Ferguson,  Jr.,  Ensign,  USNRF 
Hugh  C.  Calder,  Ensign,  USNRF 
Guy  M.  Rothwell,  Carpenter,  USN 
C.  E.  Strite,  P.  A.  Surgeon.  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


T.  C.  Smith,  Ensign.  USNRF 
L.  D.  Causey,  Lieut.  Commander,  USN 
L.  A.  Hopewell,  Lieutenant,  USNRF 
R.  M.  Anderson,  Asst.  Paymaster,  USN 
R.    D.    Wallerstein.    Asst.    Paymaster, 

USNRF 
W.  R.  Ketchum,  Ensign,  USNRF 
E.  P.  Nickinson,  Lieutenant,  USN 
Wilbert  Smitli,  Commander,  USN 
J.  B.  Hardenbergh,  Gunner,  USNRF 


A.  T.  Moen,  Lieutenant,  USN 

J.  E.  Erickson,  Asst.  Paymaster,  USNRF 

Norman  Gaynor,  Ensign,  USNRP 

E.  A.  Eisele,  Ensign  (T).  USN 

E.  E.  Deane,  Ensign  (T),  USN 

J.  J.  Dall,  P:nsign  (T),  I'SN 

A.  A.  Daniels,  Ensign  (T),  USN 

E.  G.  J.  Dale,  Ensign  (T),  USN 

W.  C.  Dyer,  Ensign  (T),  USN 

Grover  C.  Klein,  Lieutenant,  USN 


OFFICER  PERSONNEL 


297 


U.  S.  S.  HARRISBURG 


(Transport) 


Wallace  Bertholf,  Commander,  USN 
W.  W.  Turner,  Lieut.  Commander,  USN 
Benj.  K.  Johnson,  Lieut.  Commander, 

USN 
H.  A.  Candy,  Lieut.  Comdr..  USNRF 
C.  J.  Bright,  Lieutenant,  USN 
W.  W.  Shown,  Lieutenant,  USN 
W.  W.  Feineman,  Lieutenant,  USN 
E,  L.  Posey,  Lieutenant,  USNRF 
R.  V.  Tillett,  Lieutenant,  USNRF 
V.  Arntz,  Lieutenant,  USNRF 
W.  Joyce,  Lieutenant,  USNRF 
E.  M.  Post,  Lieutenant,  USNRF 
E.  S.  Beecher,  Lieutenant,  USNRF 
C.  E.  Morris,  Lieutenant  (jg),  USNRF 
C.  F.  Smith,  Lieutenant  (jg).  USNRF 
John  Hynd,  Lieutenant  (jg),  USNRF 
John  Turner,  Lieutenant  (jg),  USNRF 
A.  Allen,  Lieutenant  (jg),  USN 
C.  Keenan,  Ensign,  USN 
W.  GraefiF,  Ensign,  USN 
T.  E.  Parsons,  Ensign,  USNRF 
P.  J.  Guiney,  Ensign,  USNRF 
C.  H.  Carlson,  Ensign,  USNRF 
H.  E.  Mayfield,  Ensign,  USNRF 
S.  G.  Garrett,  Ensign,  USNRF 


W.  J.  Flower,  Ensign,  USNRF 

H.  Van  Dyne,  Ensign,  USNRF 

H.  A.  Lichtenstein,  Ensign,  USNRF 

W.  G.  Walls,  Ensign,  USNRF 

H.  G.  Quail,  Ensign,  USNRF 

G.  J.  Pond,  Ensign,  USNRF 

C.  E.  Ryder,  Med.  Inspector,  USN 

J.  G.  Powell,  Asst.  Surgeon,  USN 

A.  O.  Sibila,  Asst.  Surgeon,  USN 

P.  S.  McGann,  Asst.  Dental  Surg.,  USN 

B.  N.  Bradley,  Asst.  Paymaster,  USN 

B.  M.    Cheneweth,   Asst.  Paymaster, 
USNRF 

H.   V.   Farnsworth,   Asst.   Paymaster, 

USNRF 
J.  A.  Lock,  Chief  Pay  Clerk,  USNRF 
L.  Leonard,  Pay  Clerk,  USNRF 
J.  J.  Lane,  Pay  Clerk,  USNRF 
J.  A.  Anderson,  Pay  Clerk,  USNRF 
O.  Eng,  Boatswain  (T),  USN 
E.  Sargent,  Boatswain,  USNRF 
E.  W.  Sohlman,  Gunner  (T),  USN 

C.  A.  Marlin,  Gunner,  USNRF 

J.  A.  Kirkpatrick,  Pharmacist  (T),  USN 
J.  A.  Whiteside,  Lieut,  (jg),  USNRF 


Relief  Officers  in  Order  of  Reporting  on  Board 
H.  M.  Levy,  Ensign  (T),  USN 


G.  P.  McDonald,  Ensign  (T),  USN 
R.  B.  Longyear,  Ensign  (T),  USN 
R.  C.  Lewis,  Ensign  (T),  USN 
R.  F.  McNally,  Ensign  (T),  USN 
M.  B.  Miller,  Surgeon,  USNRF 
R.  A.  Marshall,  Lieutenant,  USNRF 
D.  D.  Dewart,  Ensign  (T),  USNRF 
R.  P.  Dodds,  Ensign,  USNRF 
F.  B.  Snowden,  Ensign,  USNRF 


J.  Carroll,  Ensign,  USNRF 

L.  T.  Forbes,  Ensign,  USNRF 

W.  D.  Ford,  Ensign,  USNRF 

R.  B.  Holt,  Ensign,  USNRF 

W.  E.  Tracy,  Ensign,  USNRF 

W.  G.  Harrington,  Ensign,  USNRF 

Allen  Hetler,  Lieutenant- (DC),  USNRF 

W.  R.  Heymann,  Gunner,  USNRF 

Frank  Melson,  Gunner,  USN 


U.  S,  S.  HENDERSON 

(Transport) 


G.  W.  Steele,  Jr.,  Commander.  USN 
W.  C.  Barker,  Lieut.  Commander,  USN 
F.  T.  Stevenson,  Lieutenant,  USNRF 
H.  D.  Dougherty,  Lieutenant  (jg),  USN 
Q.  R.  Thomson,  Lieutenant  (jg),  USN 

F.  Schultz,  Lieutenant  (jg),  USN 

G.  Bannerman,  Lieutenant  (jg),  USN 
S.  Hempstone,  P.  A.  Paymaster,  USN 
J.  L.  Barnswell,  Lieutenant  (jg),  USN 
S.  A.  Folsom,  Asst.  Surgeon,  USN 

L.  S.  Hill,  Asst.  Paymaster,  USNRF 


E.  A.  Green,  Ensign,  USNRF 

H.  L.  Carlson,  Ensign,  USNRF 

C.  J.  Lamb,  Ensign,  USNRF 

G.  F.  Pushaw,  Ensign,  USNRF 

G.  W.  Davis,  Act.  Pay  Clerk,  USN 

A.  Steiner,  Carpenter  (T),  USN 

H.  A.  Horan,  Lieutenant,  USNRF 

E.  T.  Brown,  Lieutenant,  USNRF 

A.  Swendsen,  Lieutenant  (jg),  USNRF 

C.  J.  Hamre,  Lieutenant  (jg),  USNRF 

W.  D.  Sample,  Ensign,  USNRF 


298     HISTORY  OF  TRANSPORT  SERVICE 


R.  McK.  Rush,  Ensign,  USXRF 
J.  R.  McKean,  Ensign  (T),  USN 
H.  L.  Carlsen,  Ensign,  USNRF 

E.  A.  Green,  Ensign,  USNRF 
G.  F.  Pushaw,  Ensign,  USXRF 
C.  J.  Lamb,  Ensign,  USXRF 
N.  W.  Emerv,  Ensign,  USXRF 
J.  H.  Enwright,  Ensign,  USXRF 
B.  J.  Eastman,  Ensign,  USNRF 

B.  Ellison,  Ensign,  USXRF 

F.  H.  Flagg,  Ensign,  USNRF 

C.  J.  Shull,  Asst.  Paymaster,  USXRF 
H.  S.  Goucher,  Machinist  (T),  USN 
F.  Jeffery,  Boatswain,  USN 


W.  H.  Frizzle,  Gunner  (T),  USN 
W.  S.  Durkee,  Gunner  (T),  USN 
K.  D.  Legge,  Asst.  Surgeon,  USN 

C.  T.  Frederickson,  Asst.  Paymaster, 
USN 

W.  J.  F.  Forward,  Ensign  (T),  USN 
W.  S.  H.  Hamilton,  Ensign  (T),  USN 
A.  F.  Garrison,  Ensign  (t),  USN 

D.  T.  Duncan,  Ensign  (T),  USN 
H.  R.  Eaton,  Ensign  (T).  USN 
C.  B.  Eddv,  Ensign  (T),  USN 
M.  C.  Doolittle,  Ensign  (T),  USN 
W.  H.  Pate,  Boatswain.  USNRF 


U.  S.  S.  HUNTINGTON 


(Cruiser) 


John  K.  Robison,  Captain,  USN 
Harry  K.  Cage,  Lieut.  Comdr.,  USN 
William  D.  Greetham,  Lieut.  Comdr., 

USN 
Robert  L.  Ir\'ine,  Lieut.  Comdr.,  USN 
William  H.  Stiles,  Jr.,  Lieut.,  USN 
Marc  A.  Mitscher,  Lieut,  (jg),  USN 
Reginald  S.  H.  Yenable,  Lieut.  (jg),USN 
Henry  F.  Floyd,  Lieut,  (jg),  USN 
Charles  E.  Rosendahl,  Lieut,  (jg),  USN 
Frederick  D.  Powers,  Lieut,  (jg),  USN 
Oliyer  O.  Kessing,  Lieut,  (jg),  USN 
Theodore  Waldschmidt,  Ensign,  USN 
Hanson  E.  Ely,  Ensign,  USN 
Andrew  I.  McKee,  Ensign,  USN 
Lawrence  B.  Richardson,  Ensign,  USN 
Thomas  F.  Remington,  Ensign,  USN 
A.  Warren  Quackenbush,  Ensign,  USN 
Ion  Pursell,  Ensign,  USN 
John  A.  Riley,  Ensign  (T),  USN 
Ray  Spear,  Paj'master,  USN 
Clarence  C.  Kress,  P.  A.  Surgeon,  USN 
Clyde  Lovelace,  Gunner,  USN 
George  B.  Eyans,  Gunner,  USN 
Philip  A.  Astoria,  Machinist,  USN 


Jens  Nelson,  Machinist,  USN 
Hector  L.  Ross,  Machinist,  USN 
Herman  R.  Newby,  Carpenter,  USN 
Orley  Tagland,  Pay  Clerk,  USN 
Alonzo  H.  Woodbine,  Comdr.,  NNV 
Warren  C.  Smith,  Lieutenant  (jg),  NNV 
D  wight  W.  Jennings,  Ensign,  NNV 
Archibald  A.  Macleish,  Surgeon,  NNV 
George  W.Cuthbertson,  Lieut.,  USNRF 
Clarence  E.  Goodhue,  Lieut.,  USNRF 
James  D.  Murray,  Lieut.,  USNRF 
James  Walsh,  Lieut.,  USXRF 
Henry  G.  Morse,  Lieut,  (jg),  USNRF 
Gustayas  R.  Madden,  Lt.  (jg),  USNRF 
Samuel  G.  Forde,  Lieut,  (jg).  USNRF 
William  G.  Elliott,  Ensign,  USXRF 
Wilfred  J.  Osborn,  Ensign,  USXRF 
William  Halford,  Boatswain,  USXRF 
Albert  E.  Conner,  Machinist,  USXRF 
Patrick  J.  Murray,  Machinist,  USXRF 
George  W.  Eyferth,  Pay  Clerk,  USXRF 
Ralph  H.  Hopgood,  Gunner  (T),  USN 
Edward  R.  McCall,  Pharm.  (T),  USN 
Elmer  F.  Stone,  3rd  Lieut.  Coast  Guard 
Robert  Donohue,  3rd  Lieut.  Coast  Grd. 


Relief  Officers  in  Order  of  Reporting  on  Board 


Henry  W.  Hoyt,  Lieutenant  (jg),  USN 
John  A.  Nicol,  Carpenter,  USN 
R.  T.  Cannon,  Asst.  Surgeon,  USN 
R.  P.  Morse,  Dental  Surgeon,  NNV 
Charles  C.  Copp,  Paymaster,  USN 
William  H.  Short,  P.  A.  Surgeon,  USN 
Walter  J.  Thomas,  Ensign  (T)  (QM), 

USN 
William   E.   Hooper,   Lieut.    (E)    (jg), 

USNRF  . 
Walter  H.  Smith,  Lieut.  Gg),  USNRF 


Roy  D.  Lank,  Ensign  (E),  USNRF 
James  D.  G.  Wognum,  Act.  Pay  Clerk, 

USN 
Lester  J.  Moll,  Ensign  (T),  USN 
Foster  M.  Hampton,  Ensign  (T),  USN 
Charles  IVL  Boswcll,  Ensign  (T),  USN 
Samuel  M.  Haslett,  Ensign  (T),  USN 
J.  R.  Duncan,  Lieut,  (jg),  USXRF 
Geo.  W.  Harrington,  Gunner  (T)  (O), 

USN 
O.  T.  Mahanay,  Gunner  (T)  (G),  USN 


OFFICER  PERSONNEL 


299 


W.  F.  Dickerson,  Carpenter  (T),  USN 
J.  Burch,  Machinist  (T),  USN 
P.  J.  Chatel.  Ensign,  USNRF 
E.  E.  Durry,  Ensign,  USNRF 
Herman  M.  Cohn,  Ensign,  USNRF 
John  N.  Gatley,  Ensign,  USNRF 
Ferdinand  Hunsdorfer,  Ensign,  USNRF 
Chas.  S.  Leahy,  Ensign,  USNRF 
J.  Hunter  McDonnell,  Ensign,  USNRF 
Charles  N.  Steele,  Ensign,  USNRF 
Eugene  N.  Waeldin,  Ensign,  USNRF 
O.  C.  Pickney,  Ensign,  USNRF 
Charles  I.  StanBeld,  Ensign,  USNRF 
William  H.  Stiles,  Lieut.  Comdr.,  USN 
J.  E.  Tracey,  Boatswain  (T),  USN 


E.  H.  Courtney,  Ensign.  USNRF 

Edward  S.  Kellogg,  Captain,  USN 

Frank  McGridge,  Lieut,  (jg),  USNRF 

G.  W.  Burden,  Ensign,  USNRF 

M.  Rosenstein,  Ensign,  USNRF 

W.  K.  Otis,  Lieut,  (jg)  (MC),  USNRF 

H.  O.  Johnson,  Ensign,  USNRF 

D.  L.  Hooker,  Ensign,  USNRF 

H.  M.  Hood,  Ensign,  USNRF 

R.  W.  Hunt,  Ensign,  USNRF 

J.  B.  Harvey,  Ensign,  USNRF 

C.  T.  Jacobsen,  Ensign,  USNRF 

G.  L.  Hart,  Ensign,  USNRF 

R.  H.  Cunningham,  Ensign,  USNRF 

R.  C.  Deale,  Ensign,  USNRF 


U.  S.  S.  HURON 


(Transport) 


S.  H.  R.  Doyle,  Commander,  USN 
W.  W.  Lorshbough,  Lieutenant,  USN 
V.  D.  Herbster,  Lieutenant,  USN 
A.  O.  Lustie,  Lieutenant,  USN 
W.  Sallsten,  Lieutenant  (jg),  USNRF 
C.  H.  Sargent,  Lieutenant  (jg),  USNRF 
W.  S.  Carrington,  Ensign,  USN 

F.  L.  Posey,  Ensign,  USNRF 

G.  J.  Lovett,  Ensign,  USN 
W.  J.  Carr,  Ensign,  USNRF 
L.  Wittman,  Ensign,  USN 

G.  L.  E.  Johnson,  Ensign,  USNRF 
G.  E.  Richardson,  Gunner  (E),  USNRF 
E.  A.  Zehner,  Gunner,  USN 
J.  P.  Haynes,  Asst.  Surgeon,  USN 

C.  L.  R.  Haines,  Asst.  Surgeon,  USN 

D.  T.  Chalmers,  Asst.  Surgeon,  USN 
T.  Lyon,  Paymaster,  USNRF 

W.  B.  Anderson,  Asst.  Surgeon,  USNRF 
M.  C.  Faber,  Carpenter,  USN 
H.  E.  Parsons,  Lieutenant,  USNRF 
T.  H.  Pittman,  Ensign,  USNRF 
C.  R.  Byrne,  Machinist,  USNRF 
W.  S.  Patterson,  Ensign,  USNRF 
P.  J.  Dooling,  Ensign,  USNRF 
H.  J.  Rausom,  Pharmacist,  USN 


R.  H.  Wakeman,  Lieutenant,  USN 

F.  L.  HofFses,  Lieutenant  (jg),  USNRF 

E.  L.  Davezac,  Ensign,  USNRF 

F.  F.  Tegtmeir,  Ensign,  USNRF 
J.  M.  Hoddcr,  Ensign,  USNRF 

D.  G.  Schmitz,  Ensign,  USNRF 

H.  M.  Creeger,  Carpenter  (T),  USN 

F.  L.  Worden,  Lieutenant,  USN 
R.  L.  Armstrong,  Ensign,  USNRF 

E.  M.  Israel,  Ensign,  USNRF 

E.  G.  Brain,  Asst.  Surgeon,  USNRF 
W.  J.  Sheridan,  Ensign,  USNRF 

E.  J.  Rooney,  Ensign,  USNRF 

L.  G.  Wanderhoof,  Ensign,  USNRF 

G.  E.  Walthall,  Ensign,  USNRF 
H.  E.  Ewers,  Pay  Clerk,  USNRF 

A.  B.  Williams,  Pay  Clerk,  USNRF 

F.  N.  Sayre,  Ensign,  USN 

V.  H.  Schaeffer,  Ensign,  USN 

B.  Stebbins,  Ensign,  USNRF 
W.  L.  Spring,  Ensign,  USNRF 

C.  S.  Stanley,  Ensign,  USNRF 

C.  F.  Stephenson,  Ensign,  USNRF 
P.  W.  Thayer,  Ensign,  USNRF 

G.  J.  Parker,  Asst.  Surgeon,  USN 

L.  A.  Klauer,  Asst.  Paymaster,  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


H.  E.  Jones,  Lieut.  Commander,  USN 
F.  Johansen,  Boatswain,  USN 
J.  P.  Hough,  Pharmacist,  USN 
J.  M.  Bright,  Ensign  (T),  USN 
L.  F.  Edelman,  Ensign  (T),  USN 


J.  E.  Hanahan,  Ensign  (T),  USN 
R.  E.  Farnsworth,  Ensign  (T),  USN 
M.  F.  Ethridge,  Ensign  (T),  USN 
J.  M.  Eisaman,  Ensign  (T),  USN 


300     HISTORY  OF  TRANSPORT  SERVICE 

U.  S.  S.  ISIS 

(Cruiser  Force) 


Flagship  of  Rear-Admiral  Marbury  Johnston,  USN 

G.  T.  Rude,  Lieutenant,  USNRF 
K.  E.  Nelson,  Lieutenant  (jg),  USNRF 
F.  I.  Peacock,  Lieutenant  (jg),  USNRF 
C.  K.  Green,  Ensign,  USNRF 


F.  C.  Nyland,  Ensign,  USNRF 

W.  C.  Wallace,  Asst.  Paymaster,  USN 

J.  Petterson,  Boatswain,  USN 

P.  Kates,  Machinist,  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 

F.  Pardee,  Ensign,  USN  I   H.  T.  Deane,  Ensign,  USNRF 

B.  H.  Ansell,  Ensign,  USNRF  [ 


U.  S.  S.  KONINGEN  DER  NEDERLANDEN 
(Transport) 


W.  M.  Hunt,  Commander,  USN 
H.  B.  Riebe,  Lieut.  Commander,  USN 
■  E.  S.  McCoach,  Lieutenant,  USN 
W.  Mayne,  Lieutenant,  USN 
C.  J.  Howell,  Lieutenant,  USN 

C.  J.  Miller,  Lieutenant  (jg),  USN 
M.  Madsen,  Lieutenant  (jg),  USN 
J.  C.  Ferenz,  Lieutenant  (jg),  USN 
W.  F.  Verleger,  Ensign  (T),  USN 
O.  H.  Maland,  Ensign,  USNRF 

D.  Danielson,  Ensign,  USNRF 

J.  A.  Stevenson,  Ensign,  USNRF 

Relief  Officers  in  Order 

R.  H.  Sloan,  Lieutenant,  USNRF 

C.  J.  Conners,  Lieutenant  (jg),  USNRF 

G.  Hobbs,  Lieutenant  (jg),  USNRF 

R,  F.  Elder,  Ensign,  USNRF 

H.  L.  Stevens,  Ensign,  USNRF 

R.  Fish,  Ensign,  USNRF 

R.  Rollo,  Ensign,  USNRF 

S.  C.  Gooding,  Ensign,  USNRF 


G.  F.  O'Hare,  Ensign,  USNRF 

H.  H.  Vinson,  Ensign,  USNRF 

G.  E.  Thomas,  P.  A.  Surgeon,  USN 

H.  P.  Hare,  Asst.  Surgeon,  USN 

G.  D.  Yoran,  Asst.  Paymaster,  USNRF 

H.  S.  Thayer,  Asst.  Pavmaster,  USNRF 

J.  Brenner,  Gunner  (6),  USN 

H.  T.  Swimme,  Gunner  (E),  USN 

E.  F.  Smith,  Carpenter,  USN 

J.  E.  Colthurst,  Pay  Clerk,  USNRF 
J.  H.  Wentworth,  Pharmacist,  USN 
S.  Falk,  Ensign,  USNRF 

of  Reporting  on  Board 

J.  F.  Killgrew,  Ensign,  USNRF 

A.  F.  Alence,  Ensign,  USNRF 

G.  S.  Wheat,  Lieutenant,  USNRF 

O.  M.  McNeill.  Lieutenant,  USNRF 

S.  B.  McDonald,  Ensign,  USNRF 

W.  P.  Cronan,  Captain,  USN 

H.  W.  Robertson,  Lieut,  (jg),  USNRF 

F.  W.  Schaill,  Ensign,  USNRF 


U.  S.  S.  KROONLAND 


(Transport) 


M.  H.  Simons,  Commander,  USN 
H.  T.  Kays,  Lieut.  Commander,  USN 
W.  J.  Zalesky,  Surgeon,  USN 
E.  D,  Langworthy,  Lieutenant,  USN 
J.  C.  Taylor,  Asst.  Surgeon,  USN 
A.  W.  Ruttcr,  Paymaster,  USN 
R.  B.  Darling,  Lieutenant,  USNRF 

E.  W.  Bence,  Lieutenant,  USNRF 
J.  R.  Lord,  Lieutenant,  USNRF 
L.  Serraro,  Lieutenant,  USNRF 

J.  G.  Hauser,  Lieutenant  (jg),  USN 

F.  E.  Ford,  Lieutenant  (jg),  USNRF 


C.  H.  Bond,  Lieutenant  (jg),  USNRF 

M.  H.  Gill,  Lieutenant,  (jg)  USNRF 

M.  R.  Hudson,  Lieutenant  (jg),  USNRF 

A.  R.  Eubanks,  Ensign,  USN 

R.  S.  Crocker,  Ensign,  USNRF 

A.  Hall,  Ensign,  I'SNRF 

J.  T.  MacMurchy,  Ensign,  USNRF 

S.  L.  Polacheck,  Ensign,  USNRF 

J.  L.  Garrity,  Ensign,  USNRF 

E.  T.  Tcxter,  Asst.  Surgeon,  USNRF 

E.  B.  W<>l(h,  Asst.  Surgeon,  USNRF 

C.  Wright,  Machinist,  USN 


OFFICER  personnel; 


301 


W.  O'Connor,  Carpenter,  USN 

J.  R.  Tucker.  Pay  Clerk,  LLSNRF 

C.  R.  Shaw,  Boatswain,  USN 

H.  Tolderland,  Pharmacist,  USN 

W.  E.  Hyland,  Ensign,  USNRF 

L.  Gluick,  Asst.  Paymaster,  USNRF 

C.  W.  Mannegold,  Gunner,  USN 

J.  R.  Ostell,  Ensign.  USNRF 

H.  D.  Hahn,  Ensign,  USNRF 

I.  Du  Bois,  Pay  Clerk,  USNRF 

J.  J.  S.  Fahey,  Pay  Clerk,  USN 

W.  S.  Hyler,  Lieutenant,  USNRF 

F.  G.  Villmo.  Lieutenant  (jg),  USNRF 

J.  G.  Pettit,  Asst.  Surgeon,  USNRF 

C.  H.  Webber,  Dental  Surgeon,  USNRF 


F.  M.  Coughlan,  Ensign,  USNRF 
J.  F.  Dixon,  Ensign,  USNRF 
L.  A.  Rees,  Ensign,  USNRF 
J.  F.  Nixon,  Ensign,  USNRF 
J.  F.  Fox,  Ensign,  USNRF 

F.  W,  Southworth,  Asst.  Pay.,  USNRF 
H.  Nitz,  Boatswain,  USN. 

L.  C.  Burns,  Lieutenant  (jg),  USNRF 

G.  L.  Buckingham,  Lieut,  (jg),  USNRF 

C.  Smith,  Lieutenant  (jg),  USN 

E.  B.  Beaumont,  Lieut,  (jg),  USNRF 
A.  S.  Pietre,  Ensign,  USN 

D.  A.  Powell,  Ensign,  USN 

A.  S.  Friedman,  Ensign,  USNRF 


Relief  Officers  in  Order  of  Reporting  on  Board 


R.  M.  Griswold,  Commander,  USN 
J.  Trohear,  Lieutenant,  USNRF 
A.  E.  Friedman,  Ensign,  USNRF 
H.  M.  Maxfield,  Ensign,  USNRF 
G.  L.  Hart,  Ensign  (T),  USN 
W.  P.  Hughes,  Ensign  (T),  USN 
R.  C.  Hunt,  Ensign,  USN 
G.  T.  Gardner,  Ensign,  USNRF 


W.  D.  Gallier,  Ensign,  USNRF 

G.  Fulton,  Jr.,  Ensign,  USNRF 

L.  P.  Gains,  Ensign,  USNRF 

J.  H.  Donnell,  Lieut,  (jg),  USN  (MC) 

C.  Newman,  Lieut.  Comdr.,  USNRF 

P.  G.  Evans,  Ensign,  USNRF 

J.  E.  Bennett,  Ensign,  USNRF 


U.  S.  S.  LENAPE 


(Transport) 


Robert  Morris,  Commander,  USN 
S.  A.  Manahan,  Lieutenant,  USN 
G.  G.  Gunderson,  Lieutenant,  USNRF 

E.  T.  Atkinson,  Lieutenant,  USNRF 
J.  W.  Phillips,  Lieutenant,  USNRF 

F.  A.  Mosher,  Lieutenant  (jg),  USNRF 

F.  R.  Myatt,  Lieutenant  (jg),  USNRF 
W,  A.  Soden,  Lieutenant  (jg),  USNRF 
N.  C.  Frey,  Lieutenant  (jg),  USNRF 
P.  Alvarez,  Ensign,  USNRF 

H.  J.  Jennings,  Ensign,  USNRF 
O.  R.  Blair,  P.  A.  Surgeon,  NNV 
R.  E.  Watkins,  Asst.  Surgeon,  USN 

G.  B.  Meyers,  Asst.  Surgeon,  USN 
E.  E.  Bell,  Asst.  Paymaster,  USN 

J.  H.  Knapp,  Asst.  Paymaster,  USNRF 
A.  R.  Shearer,  Boatswain  (T),  USN 
E.  T.  Swartz,  Gunner  (O),  USN   . 


W.  R.  Parish,  Gunner  (T),  USN 

A.  L.  Lund,  Machinist  (T),  USN 

G.  A.  Sipzer,  Carpenter,  USN 

T.  A.  Morrow,  Pharmacist  (T),  USN 

A.  G.  Shiver,  Act.  Pay  Clerk,  USN 

W.  J.  Forrestel,  Lieutenant,  USN 

P.  Stinson,  Ensign,  USNRF 

M.  Erstad,  Ensign,  USNRF 

J.  F.  Booth,  Ensign,  USNRF 

J.  C.  Childs,  Ensign,  USNRF 

S.  A.  Betts,  Ensign,  USNRF 

L.  Chase,  Ensign,  USNRF 

F.  Harris,  Ensign,  USNRF 

T.  Anderson,  Ensign,  USNRF 

H.  Sibley,  Ensign,  USNRF 

O.  Christensen,  Lieut,  (jg),  USNRF 

W.  J.  Bowe,  Lieutenant  (jg),  USNRF 

J.  C.  Chambers,  Ensign,  USNRF 


Relief  Officers  in  Order  of  Reporting  on  Board 


B.  G.  Barthalow,  Commander,  USN 
H.  H.  Fowler,  Lieutenant  (jg),  USN 

E.  L.  Glozier,  Ensign,  USNRF 
O.  H.  Ehrmann,  Ensign,  USNRF 

F.  D.  Devlin,  Lieutenant  (jg),  NNV 
J.  L.  Collins,  Ensign,  USNRF 

L.  W.  Wilber.  Ensign,  USNRF 


H.  W.  Leshin,  Asst.  Surgeon,  USN 
J.  W.  Kelliher,  Ensign,  USN 
A.  H.  Gilbert,  Ensign,  USN 
E.  T.  King,  Ensign,  USN  > 
R.  L.  Gill,  Ensign,  USN 
H.  Bradley,  Ensign,  USN 


302     HISTORY  OF  TRANSPORT  SERVICE 


U.  S.  S.  LEVIATHAN 
( Transport) 


J.  W.  Oman,  Captain,  USN 

W.  N.  Jeffers,  Commander,  USN 

J.  H.  Blackburn,  Lieut.  Comdr.,  USN 

Edwin  Altheiser,  Lieut.  (]»,  USNRF 

E.  W.  Andrews,  Ensign  (t),  USN 

R.  J.  Ast,  Asst.  Paj^master,  USNRF 

Edward  J.  Amberg,  Asst.  Paymaster, 

USxNRF 
H.  A.  Cunningham,  Lieutenant,  USNRF 

E.  J.  Carroll,  Asst.  Surgeon,  USN 

D.  Coughlan,  Boatswain,  USNRF 

T.  S.  Coulbourn,  Asst.  Paymaster,  USN 
H.  Davidson,  Lieutenant,  USNRF 
A.  B.  Dorsey,  Ensign  (T),  USN 
H.  J.  Edwards,  Ensign  (T),  USN 
J.  Foster,  Lieutenant,  USNRF 
J.  W.  Ford,  Lieutenant,  USNRF 
A.  J.  Gahagan,  Ensign  (T),  USN 
W.  L.  Graeff.  Ensign  (T),  USN 
O.  L.  Hankinson,  Lieutenant,  NNV 

F.  K.  Harper,  Lieutenant  (jg),  USNRF 
A.  E.  Harding,  Lieutenant  (jg),  USNRF 
L.  G.  Hoffman,  Asst.  Paymaster,  USN 

E.  M.  Hudson,  Asst.  Surgeon,  USN 

0.  J.  W.  Haltnorth,  Ensign  (T),  USN 

F.  Hannon,  Machinist,  USN 

H.  B.  Judkins,  Asst.  Paymaster,  USNRF 
J.  H.  Jack,  Carpenter,  USN 

E.  D.  Jones,  Ensign,  USNRF 
John  Jones,  Lieutenant,  USNRF 
C.  A.  Krez,  Ensign,  USN 
George  Keeser,  Ensign  (T),  USN 
W.  Lau,  Ensign  (T).  USN 

F.  D.  Manock,  Lieutenant,  USN 

1.  Nordstrom,  Ensign  (T),  USN 
J.  A.  O'Donnell,  Gunner,  USNRF 
J.  C.  Parker,  Ensign  (T),^USN 

J.  J.  Snyder,  Surgeon,  USN 

G.  C.  Schafer,  Paymaster,  USN 

W.  H.  F.  Schlutcr,  Ensign  (T),  USN 
W.  E.  Smith,  Pay  Clerk,  USNRF 

Relief  Officers  in  Order 
A.  B.  Fry,  Captain.  USNRF 
A.  F.  Foss,  Lieutenant  (jg),  USNRF 
G.  F.  Poggi,  Pay  Clerk,  USNRF 
H.  F.  Bryan,  Captain,  USN 
Richard  H.  Jones,  Lieutenant,  USN 
R.  J.  Lorentz,  Asst.  Surgeon,  USN 
A.  K.  Dunlap,  Asst.  Surgeon,  USN 
W.  C.  Looncy,  Lieutenant  (jg),  USNRF 
C.  E.  Cadmus,  Ensign,  USNRF 
William  Seward  Allen,  Ensign,  USNRF 
S.  V.  B.  Nichols,  Ensign,  USNRF 


C.  W.  Smith,  Boatswain,  USNRF 
C.  R.  Shannon,  Gunner,  USNRF 
W.  J.  Thomas,  Asst.  Paymaster,  USNR? 
Geo.  T.  Vaughan,  Surgeon,  USNRF 
V.  V.  Woodward,  Lieutenant,  USN 
Jas.  Watson,  Lieutenant,  USNRF 
F.  S.  Watt,  Lieutenant  (jg),  USNRF 
C.  W.  Waters,  Act.  Pay  Clerk,  USN 
C.  H.  Boucher,  Lieutenant,  USN 
A.  H.  Bateman,  Ensign,  USN 
J.  L.  Beebe,  Ensign,  USNRF 
R.  C.  Bright.  Ensign  (T),  USN 
W.  A.  Barber,  Asst.  Paymaster,  USNRF 
W.  M.  Benton,  Pharmacist  (T),  USN 
LeRoy  B.  Foster,  Asst.  Pajin.,  USNRF 
P.  C.  Grening,  Lieut.  Comdr..  USNRF 
Edwin  F.  Barker,  Asst.  Paym.,  USN 
E.  J.  Alexander,  Asst.  Paym.,  USN 
V.  J.  Gunnell,  Asst.  Paymaster,  USN 
C.  W.  Waters,  Asst.  Pay  Clerk,  USN 
M.  Bergman,  Gunner  (T),  USN 

E.  D.  Heinz,  Gunner  (T),  USN 
Robt.  Martin,  Pharmacist  (T),  USN 

F.  L.  Rector,  Boatswain  (T),  USN 
Cunningham,  Lieutenant,  USNRF 
W.  Davidson,  Lieutenant,  USNRF 
J.  Foster,  Lieutenant,  USNRF 

J.  W.  Ford,  Lieutenant,  USNRF 
C.  Hembey,  Lieutenant,  USNRF 
A.  E.  Alexander, Lieut,  (jg),  USNRF 
R.  G.  Skead,  Lieutenant  (jg),  USNRF 
Geo.  V.Tawes,  Lieutenant  (jg), USNRF 
C.  E.  Cadmus,  Ensign,  USNRF 
O.  E.  Cobb,  Ensign,  USNRF 
De  Courscy  Fales,  Ensign,  NNV 
C.  S.  Ziesel,  Dental  Surgeon,  USN 
W.  L.  F.  Simonpietri,  Paymaster,  USN 
L.  D.  Miller,  Lieutenant  (jg),  USNRF 
S.  B.  Nicholas,  Ensign,  USNRF 
A.  J.  Sherlock,  Ensign,  NNV 


of  Reporting  on  Board 
J.  R.  Ditmars,  Ensign,  USNRF 
E.  C.  Ferguson,  Ensign,  USNRF 
P.  F.  Howe,  Ensign,  USNRF 
H.  A.  Mann,  Ensign,  USNRF 
M.  R.  Fulin,  Ensign,  USNRF 
R.  C.  Seaman,  Ensign,  USNRF 
E.  H.  Thompson,  Ensign,  USNRF 
J.  W.  Shulcr,  Asst.  Paymaster,  USNRF 
L.  B.  O'Shaughnessy,  Asst.  Paymaster, 

USNRF 
G.  F.  Poggi,  Pay  Clerk,  USNRF 


OFFICER  PERSONNEL 


303 


F,.  E.  McDonald,  Chaplain,  USN 

II.  A.  May,  Surgeon,  USN 

N.  B.  Farwell,  Paymaster,  USN 

C.  I.  Campbell,  Chief  Pharmacist,  NNV 

S.  L.  Froehlich,  Ensign,  USNRF 

Nelson  Gay,  Ensign,  USNRF 

T.  A.  Gaynor,  Ensign,  USNRF 

IT.  B.  Judkins,  Asst.  Paymaster,  USNRF 

H.  M.  Turner,  Lieutenant  (ig),  USNRF 

R.  H.  Knight,  Ensign,  USNRF 

F.  D.  K.  LeCIerq,  Ensign,  USNRF 
C.  B.  Carlon,  Ensign,  USNRF 

W.  J.  Armiger,  Ensign,  USNRF 
H,  R.  Ingram,  Ensign,  USNRF 
J.  W.  Barcus,  Ensign,  USNRF 
T.  S.  Schad,  Ensign,  USNRF 
R.  F.  Beardsley,  Ensign,  USNRF 
L.  F.  Singleton,  Ensign,  USNRF 
C.  C.  Cox,  Ensign,  USNRF 
E.  H.  Durell,  Ensign,  USN 
A.  T.  Leonard,  Lieutenant,  USN 
L.  J.  Arnold,  Ensign  (T),  USN 
L.  J.  Ewbank,  Ensign  (T),  USN 

G.  R.  Fitzsimmons,  Ensign  (T),  USN 
E.  S.  Croasdale.  Ensign  (T),  USN 

J.  M.  Ferry,  Ensign  (T),  USN 

C.  W.  Waters,  Ensign,  USN 
J.  H.  Willey,  Ensign,  USNRF 

T.  C.  Memington,  Lieut,  (jg),  USNRF 

(PC) 
W.  G.  Burgess,  Lieut,  (jg),  USN  (PC) 

D.  A.  Huges,  Ensign,  USN 
G.  W.  Brown,  Ensign,  USN 
R.  W.  Bockius,  Ensign,  USN 


T.  B.  Morehouse,  Ensign,  USN 

V.  Barringer,  Lieutenant  (T),  USN 

W.  Moore,  Lieutenant  (jg)  (T),  USN 

J.  Nelson,  Lieutenant,  USN 

J.  K.  Billingsley,  As.st.  Paym.,  USNRF 

J.  M.  Baker,  Asst.  Paymaster,  USNRF 

J.  W.  Shuler,  Asst.  Paymaster,  USNRF 

E.  M.  Crofutt,  Asst.  Surgeon,  USNRF 
W.  E.  Malloy,  Lieutenant,  USN 

W.  A.  Dundon,  Machinist,  USN 

F.  G.  Wright,  Lieutenant.  USNRF 
A.  C.  Fapkin,  Ensign,  USNRF 

S.  Morrill,  Ensign,  USNRF 

F.  J.  Stephens,  Asst.  Paym.,  USNRF 
E.  J.  Wriglev,  Asst.  Paymaster,  USNRF 
W.  W.  Phelps,  Captain,  USN 

R.  B.  Haines,  Ensign,  USN 

J.  E.  Porter,  Lieutenant,  USN 

J.  G.  Deacon,  Ensign,  USNRF 

A.  Grant,  Ensign,  USNRF 

J.  C.  Evans,  Ensign,  USNRF 

M.  L.  Lequin,  Ensign,  USNRF 

D.  F.  Milan,  Ensign,  USNRF 

C.  H.  Miller,  Ensign  (PC),  USNRF 

C.  K.  Osborne,  Lieutenant,  USN 

C.  M.  Hammond,  Ensign,  USN 

L,  F.  Leventhal,  Ensign,  USN 

H.  L.  Howell,  Lieutenant,  USN 

C.  A.  Soars,  Lieutenant,  USN 

C.  C.  Hilliard,  Lieutenant  (jg),  USNRF 

A.  Braunwarth,  Boatswain,  USNRF 

J.  F.  Maegher,  Ensign,  USNRF 

A.  F.  Vare,  Ensign,  USNRF 

G.  G.  Johnston,  Ensign,  USNRF 


U.  S.  S.  LOUISVILLE 

(Transport) 


J.  P.  Jackson,  Commander,  USN 
R.  M.  Comfoit,  Lieut.  Comdr.,  USN 
H.  Hartley,  Lieutenant,  USN 
G.  C.  Cummings,  Lieutenant,  USN 
C.  L.  Meek,  Lieutenant,  USNRF 
W.  H.  Missett,  Lieutenant,  USNRF 
G.  E.  Stay,  Lieutenant,  USNRF 
J.  Carstairs,  Lieutenant,  USNRF 
F.  W.  Sievers,  Lieutenant,  USNRF 
E.  E.  Merrill,  Lieutenant,  USNRF 
R.  H.  Dumphe,  Lieutenant  (jg),  USNRF 
A.  W.  Walls,  Lieutenant  (jg),  USNRF 
A.  Malcolm,  Lieutenant  (jg),  USNRF 
E.  H.  Bruns,  Lieutenant  (jg),  USNRF 
A.  P.  Canning,  Lieut,  (gg).  USNRF 
A.  Greiner,  Lieutenant  (jg),  USNRF 
J.  Stirling,  Lieutenant  (jg),  USNRF 
R.  Strassburger,  Lieut,  (jg),  USNRF 


C.  C.  Kimball,  Surgeon,  NNV 
J.  V.  McAlpin,  Dental  Surgeon,  USN- 
C.  W.  Eley,  Asst.  Dental  Surgeon,  USN 
J.  R.  Byrne,  Asst.  Dental  Surg.,  USN 
R.  B.  Scribner,  Asst.  Paymaster,  USN 
S.  Trimble,  Asst.  Paymaster,  USNRF 
L.  B.  Beatty,  Asst,  Paymaster,  USNRF 
P.  C.  Harvey,  Ensign,  USNRF 
G.  W.  Hutchins,  Ensign,  USNRF 
G.  D.  Taylor,  Ensign,  USNRF 
W.  R.  Lyon,  Ensign.  USNRF 

F.  L.  Wooley,  Ensign,  USNRF 
W.  J.  Keenan,  Ensign,  USNRF 
H.  G.  Frank,  Ensign,  USNRF 
E.  H.  Sanborn,  Ensign,  USNRF 
S.  C.  Beck^v-ith,  Ensign,  USNRF 

G.  Berton,  Ensign  (T),  USN 
B.  S.  Riley,  Ensign,  USN 


304     HISTORY  OF  TRANSPORT  SERVICE 


G.  A.  Cartwell,  Ensign,  USNRF 
J.  Elsman,  Ensign,  USNRF 
F.  B.  Wise,  Ensign,  USNRF 
S.  L.  Thomas,  Ensign,  USNRF 
W.  P.  McCartv,  Ensign,  USNRF 
W.  M.  Shaughnessy,  Ensign,  USNRF 
O.  D.  Forawalt,  Pharm.  (T),  USN 
T.  T.  Taylor,  Asst.  Pay  Clerk,  USN 


W.  B.  Hinckley,  Asst.  Pav  Clerk,  USN 
G.  P.  North,  Gunner,  USNRF 
R.  J.  Collins,  Gunner  (T),  USN 
F.  J.  Nofs,  Gunner  (T),  USN 
W.  V.  Tynan,  Carpenter  (T),  USN 
F.  J.  Woods,  Carpenter  (T),  USNRF 
H.  J.  Osman,  Machinist,  USNRF 
R.  J.  Proudfoot,  Machinist,  USNRF 


Relief  Officers  in  Order  of  Reporting  on  Board 


L.  F.  Carleton,  Lieutenant  (jg),  USNRF 

G.  F.  Taylor,  Ensign,  USNRF 

P.  M.  Child.-:,  Ensign,  USNRF 

R.  N.  Munlev,  Ensign,  NNV 

A.  W.  Lockwood,  Ensign,  USNTIF 

M.  B.  Antrim,  Ensign,  USNRF 

R.  H.  Becker,  Ensign,  USNRF 

P.  M.  Chase,  Ensign,  USNRF 

F.  C.  W^ildman,  Ensign,  USNRF 

A.  O.  Rule,  Ensign,  USN 

J.  W.  Roper,  Ensign,  USNRF 

C.  B.  Bare.  Act.  Chaplain.  USN 

F.  X.  LjTich,  Act.  Pay  Clerk,  USN 

J.  E.  Goodwin,  Lieut,  (jg),  USNRF 

A.  B.  Rivers,  Dental  Surgeon,  USNRF 

M.  Clements,  P.  A.  Surgeon,  USNRF 


J.  T.  McBreen,  Ensign,  USNRF 
L.  F.  Maughan,  Ensign,  USNRF 
C.  C.  Roehan,  Ensign,  USNRF 
R.  W.  Miller,  Ensign,  USNRF 
G.  T.  Murphy,  Ensign,  USNRF 
F.  J.  Seefurth,  Ensign,  USNRF 

E.  L.  Lawlor,  Ensign,  USNRF 
W.  H.  Bennitt,  Ensign,  USNRF 

F.  W.  Culver,  Ensign,  USNRF 

W.  B.  Hinkley,  Act.  Pay  Clerk,  USNRF 
H.  Hathaway,  Ensign,  USNRF 
J.  K.  Haviland,  Ensign,  USN 

G.  J.  Hawk,  Ensign,  USN 

J.  R.  Lopez,  Ensign,  USNRF 
A.  Larch,  Ensign,  USNRF 


U.  S.  S.  MADAWASKA 

(Transport) 


E.  H.  Watson,  Commander,  USN 

C.  McCauley,  Lieutenant,  USN 
W.  B.  Cothran,  Lieutenant,  USN 

J.  M.  Shoemaker,  Lieut,  (jg),  USNRF 
A.  W.  Bird,  Ensign,  USN 

F.  G.  Abeken,  Surgeon,  USN 

T.  Williamson,  Jr..  P.  A.  Paym.,  USN 
F.  M,  Smith,  Asst.  Nav.  Constr.,  USN 

E.  L.  Jones,  Boatswain,  USN 

D.  McCallum,  Gunner,  USN 
S.  H.  Sacker,  Ensign,  USN 

P.  H.  Cassidy,  Machinist,  USN 

R.  McD.  Moser,  Lieutenant,  USNRF 

M.  A.  McPhee,  Lieut,  (jg),  USNRF 

A.  E.  Dunham,  Ensign,  USNRF 

J.  O.  Dunham,  Ensign,  USNRF 

T.  A.  Jeffrey,  Ensign,  USNRF 

L.  W.  Shaffer.  AsSt.  Surgeon,  USNRF 

R.W.  Auerbach,  Asst.  Surgeon,  USNRF 

S.  E.  Hall,  Ensign,  USNRF 

J.  C.  Work,  Ensign,  USNRF 

F.  W.  Stoker.  Ensign,  USNRF 
Edw.  C.  Bliss,  Lieutenant,  USNRF 


W'illiam  Gorman,  Ensign,  USNRF 

E.  F.  Blain,  Carpenter,  USNRF 
H.  D.  Meeker,  Surgeon.  USNRF 

S.  B.  Flvnn.  Asst.  Paymaster,  USNRF 

F.  S.  Sullivan,  Pay  Clerk,  USN 

I.  B.  Talton,  Asst.  Paymaster,  USN 

H.  M,  Mason,  Asst.  Paymaster,  LTSN 

R.  P.  Huntington.  Lieut,  (jg),  USNRF 

R.  A.  Brett,  Lieutenant  (jg),  USNRF 

M.  J.  Carton,  Carpenter,  USN 

L.  D.  Crandon,  Asst.  Paym.,  USNRF 

W.  Armour,  Ensign,  USNRF 

J.  K.  Carr,  Ensign,  USNRF 

A.  M.  Henshaw,  Lieutenant,  USNRF 

R.  T.  Luce,  Lieutenant,  USNRF 

C.  M.  Schwab.  Ensign,  USNRF 
F.  T.  McCarthy,  Ensign,  USNRF 
F.  W.  Bloscher,  Ensign,  USNRF 
A.  F.  O'Brien,  Ensign,  USNRF 
A.  J.  Gallcgher,  Ensign,  USNRF 
Wm.  S.  Thomas,  P.  A.  Surgeon,  USNRF 
J.  J.  Murphv,  Ensign,  USNRF 

D.  M.  Herbert,  Ensign,  USNRF 


OFFICER  PERSONNEL 


305 


Relief  Officers  in  Order 
E.  T.  Constien,  Commander,  USN 
L.  Foust,  Ensign,  USNRF 

E.  A.  Stevens,  P.  A.  Surg.  Asst.,  USN 
T.  Nielson,  Lieutenant  (jg).  USNRF 
I.  E.  Pitman,  Ensign,  USNRF 

W.  N.  Thomas,  Acting  Chaplain,  USN 
W.  A.  Bailey,  Pay  Clerk,  USN 
W.  S.  Brady,  Asst.  Surgeon,  USN 
L.  G.  Szarmanaki,  Boatswain,  USN 
Charles  McKenna,  Pay  Clerk.  USNRF 
A.  W.  Brunner,  Ensign,  USNRF 
C.  M.  Smith,  Ensign,  USNRF 

F.  P.  Thacher,  Ensign,  USNRF 

A.  B.  Hayward,  Surgeon,  USN 
E.  Lanois,  Asst.  Surgeon,  USN 

B.  M.  Hendrickson,  Gunner,  USN 


of  Reporting  on  Board 
H.  J.  MuUenhagen,  Asst.  Surg.,  USN 
Robert  Henderson,  Commander,  USN 
Dwight  Tenney,  Lieut,  (jg),  USNRF 
C.  H.  McDonald,  Gunner  (T),  USN 
A.  W.  Hinckley,  Ensign,  USNRF 
R.  A.  Newman,  Ensign  (T),  USN 
R.  A.  Light,  Ensign  (T),  USN 

A.  W.  Liddle,  Ensign  (T),  USN 

B.  Lewis,  Ensign  (T),  USN 

A.  C.  Headley,  Ensign  (T),  USN 

K.  J.  Blundon,  Ensign  (PC),  USNRF 

H.  B.  Lee,  Ensign  (T),  USN 

O.  Brooks,  Lieutenant  (MC),  USN 

M.  Olcott,  Ensign  (PC).  USNRF 

R.  F.  Luce,  Lieut.  Comdr.,  USNRF 


U.  S.  S.  MALLORY 
{Transport) 


H.  Williams,  Commander,  USN 
H.  E.  Knauss,  Lieut.  Commander,  USN 
R.  E.  Keating,  Lieutenant,  USN 
R.  L.  Low,  Lieutenant,  NNV 
A.  G.  Burt,  Lieutenant,  USNRF 
W.  H.  Scollan.  Lieutenant,  USNRF 
W.  W.  Verner,  P.  A.  Surgeon,  USNRF 
H.  B.  La  Favre,  P.  A.  Surgeon,  USN 

D.  R.  Davidson,  Asst.  Surgeon,  USN 
M.  J.  Dierlam,  Lieut,  (jg).  USNRF 

E.  R.  Glosten,  Lieut,  (jg),  USNRF 
A.  Burr,  Lieut,  (jg),  USNRF 

W.  D.  I.  Domer,  Asst.  Paymaster,  USN 
W.  J.  Bork,  Ensign,  USNRF 

E.  W.  Bowne,  Ensign,  USNRF 

Relief  Officers  in  Order 

W.  C.  Vose,  Ensign,  USN 
R.  R.  Greenwood,  Ensign,  USNRF 
G.  S.  Harrison,  Ensign,  USNRF 
P.  A.  Harrison,  Ensign,  USNRF 
A.  C.  Handy,  Ensign,  USNRF 
P.  E.  Mackett,  Ensign,  USNRF 
N.  D.  Godfrey,  Ensign.  USNRF 
M.  L.  Hard,  Ensign,  USNRF 
C.  K.  Reinke,  Asst.  Surgeon,  USN 

F.  L.  Stiles,  Lieutenant  (jg),  USNRF 
M.  Blaken,  Lieutenant  (jg),  USNRF 
A.  Burr,  Lieutenant  (jg),  USNRF 


C.  A.  Crane,  Ensign,  USNRF 

J.  A.  McCarthy,  Ensign,  USNRF 

E.  Fife,  Ensign,  USNRF 

M.  J.  Peralta,  Ensign,  USNRF 

J.  A.  McBridge,  Boatswain,  USNRF 

G.  T.  Thornton,  Gunner,  USN 

A.  F.  Threm,  Gunner,  USN 

I.  Streger,  Machinist,  USN 

C.  B.  Porter,  Machinist,  USNRF 

L.  B.  Karelle,  Pay  Clerk,  USN 

E.  E.  Nelson,  Carpenter,  USN 

A.  E.  Chase,  Asst.  Paymaster,  USNRF 

W.  O.  Sprout,  Pharmacist,  USN 

E.  H.  Von  Heimburg,  Ensign,  USN 

of  Reporting  on  Board 
R.  Haguewood,  Pharmacist,  USN 
R.  L.  Holland,  Lieutenant  (jg),  USNRF 
H.  H.  Rairden,  Ensign  (T),  USN 
E.  W,  Lotz,  Lieutenant  (jg),  USNRF 
E.  J.  Kinkard,  Lieut,  (jg)  (MC),  USN 
J.  D.  McCrea,  Ensign,  USNRF 
H.  I.  MacKon,  Ensign,  USNRF 

A.  E.  Raynor,  Ensign,  USNRF 
G.  E.  McCall,  Ensign,  USNRF 

B.  Lubic,  Ensign,  USNRF 
J.  C.  Lott,  Ensign,  USNRF 


U.  S.  S.  MANCHURIA 
(Transport) 


C.  S.  Freeman,  Commander,  USN 
W.  W.  Waddell,  Lieut.  Comdr.,  USN 
A.  Zeeder,  Lieut.  Comdr.,  USNRF 
J.  W.  Rakow,  Lieutenant,  USNRF 


S.  H.  Hurt,  Lieutenant  (jg),  USN 
F.  C.  Neal,  Lieutenant  (jg),  USNRF 
W.  A.  Thom,  Lieutenant  (jg),  USNRF 
E.  Standish,  Lieutenant  (jg),  USNRF 


306     HISTORY  OF  TRANSPORT  SERVICE 


A.  Nobel,  Lieutenant  (jg),  USNRF 
L.  A.  Van  Matre,  Lieut,  (jg),  USNRF 
R.  Rowles,  Lieutenant  (jg),  USNRF 

E.  S.  Clark,  Ensign,  USNRF 
V.  P.  Suttelle,  Ensign,  USNRF 

F.  J.  Baumgartner,  Ensign,  USNTIF 
C.  B.  Hannum,  Ensign,  USNRF 

R.  G.  Buschatzky,  Ensign,  USNRF 
J.  S.  Woodward,  Medical  Insp.,  USN 
L.  W.  Shaffer,  Asst.  Surgeon,  USN 


E.  J.  Alexander,  Asst.  Paymaster,  USN 
J.  F.  Van  Duren,  Asst.  Paymaster,  USN 
R.  E.  Rockett,  Machinist  (T),  USN 
C.  E.  Keptner,  Gunner  (Ord.),  USN 
C.  F.  Hudson,  Gunner  (EL),  USN 
W.  Bittner,  Boatswain  (T),  USN 
H.  McAlmond,  Carpenter,  L^SN 
G.  D.  Sipe,  Pharmacist,  USN 
W.  F.  Shaw,  Act.  Pay  Clerk,  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


J.  V.  Lynn,  Asst.  Surgeon,  USNRF 

D.  F.  Condrick.  Asst.  Paym.  USNRF 
L.  B.  Cranz,  Dental  Surgeon,  USNRF 
G.  W.  Gaffney,  Ensign,  USNRF 

E.  W.  Johnston,  Ensign,  USNRF 
R.  C.  Outten,  Pay  Clerk,  USNTIF 
L.  A.  Straits,  Ensign,  USNRF 

H.  C.  Reed,  Ensign,  USNRF 

R.   C.  Hay,  Ensign,  USNRF 

A.  C.  Haven,  Ensign,  USNRF 

W.  C.  Heppenheimer,  Ensign,  USNRF 

D.  M.  Hill,  Ensign,  USNRF 

A.  Hickey,  Ensign,  USNRF 

A.  J.  Mesmer,  Ensign,  USNRF 

H.  M.  Carey,  P.  A.  Surgeon,  USNRF 

F.  L.  Sample,  Carpenter  (T),  USN 
F.  H.  Ogle,  Pharmacist  (T),  USN 


H.M.  Scull,  Ensign,  USN 

M.  T.  Seligman,  Ensign,  USN 

C.  G.  Quillian,  Lieutenant,  USNRF 

M.  Greenleaf,  Lieutenant,  USN 

G.  M.  Dennis,  Ensign,  USNRF 

A.  C.  Stevens,  Ensign,  USNRF 

G.  W.  Shepard,  Surgeon,  USN 

A.  G.  Ruff.  Ensign,  USN 

J.  A.  Robinson,  Ensign,  USN 

E.  T.  McHenry,  Ensign,  USN 

W.  H.  Mackay,  Ensign,  USN 

R.  J.  Mackay,  Ensign,  USN 

H.  R.  Mack,  Ensign,  USN 

C.  O.  Johnson,  Machinist,  USNRF 

K.  G.  Shiels,  Machinist,  USNRF 

W.  P.  Richardson,  Machinist,  USNRF 

H.  P.  Krummes,  Asst.  Surgeon,  USN 


U.  S.  S.  MARTHA  WASHINGTON 
(Transport) 


Chauncey  Shackford,  Comdr.,  USN 
Schamyl  Cochran,  Lieutenant,  USN 
Charles  S.  Root,  Lieutenant,  USCG 
Francis  H.  Hardy,  Lieutenant,  USNRF 
Benjamin  C.  Judd,  Lieutenant,  USNRF 
Oscar  J.  \Mieeler,  Lieutenant,  USNRF 
Amos  B.  Root,  Lieutenant  (jg),  USN 
Frank  G.  Fahrion,  Lieutenant  (jg),  USN 
Robert  E.  Wilkinson,  Asst.  Nav.  Constr. 

(T),  USN 
George  A.  Berry,  Lieut,  (jg),  USNRF 
Fred  W.  Davis,  Lieut,  (jg),  USNRF 
Samuel  N.  Sinclair,  Lieut,  (jg),  USNRF 
Leonard  Roll,  Ensign  (T),  USN 
Alexander  Stuart,  Ensign  (T),  USN 
George  W.  Waldo,^ Ensign  (T),  USN 
Andrew  Skinner,  Ensign  (T),  USN 
Henry  E.  Rung,  Ensign  (T),  USN 
Ten  Eyck  H.  Reed,  Ensign,  USNRF 
Hobart  P.  Swanton,  Ensign,  NNV 


Robert  B.  Bruce,  Ensign,  USNRF 
Daniel  L.  Chamberlain,  Ensign,  USNRF 
Wilbur  J.  Clark,  Ensign,  USNRF 
Maurice  M.  Bennett,  Ensign,  USNRF 
Montgomery  A.  Stuart,  P.A.  Surg.,USN 
William  F.  McAnally,  Asst.  Surg.,  USN 
Harbeck  Halsted,  Asst.  Surg.,  NNV 
Andrew  Mowat,  Asst.  Paym.,  USN 
John  A.  Joseph,  P.  A.  Paym.,  NNV 
Donald  P.  Smith,  Asst.  Paym.,  USNRF 
Hubert  G.  Webb,  Asst.  Paym.,  NNV 
F.  W.  Larkworthy,  Machinist  (T),  USN 
Charles  H.  Burch.  Machinist,  USNRF 
Alexander  E.  Meigs,  Machinist,I'SNRF 
Armand  MayviUe,  Carp.  (T).  I'SN 
William  N.  Landrum,  Pharm.  (T),USN 
Chauncey  J.  Buckley,  Act.  Pay  Clerk 

(T),  USN 
Howard  J.  Hoffman,  Pay  Clerk,  USNRF 


OFFICER  PERSONNEL 


307 


Relief  Officers  in  Order  of  Reporting  on  Board 


Frank  KInne,  Ensign  (T),  USN 
Joseph  Hall,  Boatswain  (T),  USN 
Edward  T.  Comins,  Lieut.  Qg),  USN 
Lloyd  P.  Burgess,  Lieut,  (jg),  USNRF 
Vincent  P.  O'Connell,  Ensign,  USNRF 
Arthur  W.  Rand,  Ensign,  USNRF 
Kenneth  M.  Rendall,  Ensign,  USNRF 
Arthur  H.  Patten,  Pay  Clerk,  USNRF 
Isadora  C.  Woodward,  Act.  Chapl.,USN 
Isador  J.  F.  Dubois,  Chief  Pay  Clerk, 

USNRF 
Philip  E.  Wait,  Ensign,  USNRF 
Howard  L.  Tibbetts,  Ensign,  USNRF 
Eugene  C.  Tirrell,  Ensign.  USNRF 
Charles  R.  Vinton,  Ensign,  USNRF 
Frank  V.  Uhrig,  Ensign,  USNRF 
Joseph  L.  Walsh,  Ensign.  USNRF 
C.  J.  Rend,  Midshipman,  USN 
T.  G.  W.  Settle,  Midshipman,  USN 
EUery  R.  Fitch,  Lieut,  (jg).  USNRF 


D.  H.  Casto,  Surgeon,  USN 
James  E.  Britt,  Asst.  Paym.,  USNRF 
Orlando  D.  Reed,  Boatswain  (T),  USN 
Paul  W.  Georges,  Boatswain  (T),  USN 
Arthur  E.  Lawrence,  Carp,  (T),  USN 
Stephen  M.  Henagan,  Mach.  (T).  USN 
Coleman  Marshman,  Gunner  (T).  USN 
T.  H.  Sharp,  Asst.  Surgeon,  USN 
Martin    P.    Kane,    Lieut,    (jg)    (DC). 

USNRF 
K.  G.  Castleman,  Captain,  USN 
Samuel  J.  Mealy,  Ensign  (T),  USN 
Charles  W.  Mario w.  Ensign  (T),  USN 
Edmund  B.  Montgomery,  Ensign  (T), 

USN 
Whitney  W.  Miller,  Ensign  (T),  USN 
L.  A.  Rice,  Ensign  (T),  USN 
Allyn  W.  Maxwell,  Ensign  (T),  USN 
Henry  Sosvielle,  Boatswain  (T),  USN 


U.  S.  S.  MATSONIA 

(Transport) 


J.  M.  Luby,  Captain,  USN 

E.  H,  Williams,  Lieut.  Comdr..  USN 

R.  McD.  Moser,  Lieut.  Comdr.,USNRF 

E.  R.  Henning,  Lieutenant,  USN 

N.  Fogarty,  Lieutenant,  USNRF 

C.  E.  Tabrett.  Lieutenant,  USNRF 

P.  E.  Kuter,  Lieut,  (jg),  USN 

W.  E.  McClintock,  Lieut,  (jg),  USN 

W.  L.  Fawcett,  Lieut,  (jg),  USNRF 

N.  T.  Short,  Lieut,  (jg),  USNRF 

T.  E.  Bray,  Lieut,  (jg),  USNRF 

J.  B.  Cadenbach,  Ensign,  USN 

A.  J.  Baiter,  Ensign,  USNRF 

E.  O.  Blomquist,  Ensign,  USNRF 

I.  W.  Murray,  Ensign,  USNRF 

C.  E.  Stone,  Ensign,  USNRF 


G.  Dowdle,  Ensign,  USNRF 
A.  F.  Westman,  Ensign,  USNRF 
R.  P.  Bentley,  Ensign,  USNRF 
R.  D.  Bickford,  Ensign,  USNRF 
F.  C.  Beck.  Asst.  Paymaster,  USN 
A.  P.  Tibbetts.  P.  A.  Surgeon,  NNV 
H.  W.  Harris,  Asst.  Surgeon,  USN 
J.  E.  Malcolmson,  Asst.  Surgeon,  USN 
P.  H.  Levey,  Asst.  Paymaster,  USNRF 
F.  Anderson,  Asst.  Paymaster.  USNRF 
S.  M.  Thompson,  Gunner  (T),  USN 
J.  J.  Brierly,  Gunner.  (T)  (E)  USN 
E.  G.  Williams,  Carpenter  (T),  USN 
P.  Le  Van,  Machinist  (T),  USN 
R.  M.  Dumphy,  Pharmacist,  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


H.  T.  Daniels,  Lieutenant  (E),  USNRF 
W.  J.  Wheatley,  Lieut,  (jg),  USNRF 

E.  C.  Hartup,  Pay  Clerk,  USN 

F.  D.  Armstrong,  Ensign,  USNRF 
.L  D.  Nagel.  Ensign,  USNRF 

P.  Streeter,  Ensign.  USNRF 

J.  E.  Sharpe,  Ensign,  USNRF 

J.  E.  Malcolmson,  Asst.  Surgeon,  USN 

H.  M.  Cone,  Asst.  Paymaster,  USNRF 

C.  E.  Short,  Ensign,  USN 

D.  J.  Sinnott,  Ensign,  USN 

S.  W.  Higgins,  Ensign,  USNRF 


R.  E.  Holden,  Ensign,  USNRF 
G.  E.  Hodge,  Ensign,  USNRF 
H.  K.  Leventon,  Lieutenant,  USN 
F.  Schweitzer,  Act.  Chaplain,  USN 
M.  L.  Frizelle,  Ensign  (Eng.),  USNRF 
C.  G.  Reeves.  Ensign  (Eng.),  USNRF 
IVI.  P.  Kane,  Dental  Surgeon,  USNRF 
J.  Jelke,  Jr.,  Asst.  Paymaster,  USNRF 
L.  Smith,  Boatswain  (T),  USN 
J.  P.  Jackson,  Commander,  USN 
A.  R.  Murray,  Ensign,  USNRF 
J.  T.  Davies,  Ensign,  USNRF 


308     HISTORY  OF  TRANSPORT  SERVICE 


R.  G.  Starck,  Ensign,  USXRF 

C.  W.  Scranton,  Ensign,  USNRF 

C.  B.  Fenton,  Ensign,  USNRF 

J.  W.  Sullivan,  Ensign,  USNRF 

C.  C.  Stoeber,  Ensign  (Eng.),  USNRF 

J.  F.  Yoes,  Act.  Pay  Clerk  (T),  USN 

W.  Rind,  Lieut.  Commander,  USNRF 

R.  S.  Parr,  Lieutenant,  USN 

C.  P.  Moriartv,  Ensign  (T),  USN 

W.  S.  Moore,  Ensign  (T),  USN 


A.  C.  Moysey,  Ensign  (T),  USN 
J.  A.  Ryan,  Lieut,  (jg)  (Eng.),  USNRF 
J.  Silverman,  Ensign  (T)  (Eng.),  USN 
C.  A.  Schellens,  Ensign  (T)  (Eng.),  USN 
J.  A.  Regnier,  Lieut,  (jg)  (Dent.  Corps), 

USXRF 
John  Sweetland,  Ensign,  USNRF 
A.  H.  Flickwir,  Lieut,  (jg)  (Med.  Corps) 

USNRF 


U.  S.  S.  MAUI 
(Transport) 


C.  A.  Abele,  Commander,  USN 

E.  B.  Woodworth,  Lieut.  Comdr.,  USN 

W.  F.  M.  Edwards,  Lt.  Comr.,  USNRF 

H.  F.  Councill,  Lieutenant,  USN 

J.  P.  Rasmussen,  Lieutenant,  USNRF 

A.  Ryan,  Lieutenant,  USNRF 

V.  H.  WTieeler,  Asst.  Paymaster,  USN 

R.  M.  Little,  P.  A.  Surgeon,  USNRF 

P.  Keller,  Asst.  Surgeon,  USN 

R.  W.  Lewis,  Asst.  Surgeon,  USNRF 

A.  H.  Westerberg,  Lieut,  (jg),  USNRF 

R.  W.  Dunham,  Lieut,  (jg),  USNRF 

P.  R.  Griffin,  Asst.  Paymaster,  USNRF 

J.  L.  Kershaw,  Ensign,  USN 

A.  Squires,  Ensign,  USNRF 


J.  T.  Viegas,  Ensign,  USNRF 
S.  H.  Robinson,  Ensign,  USNRF 
E.  C.  Reed,  Ensign,  USNRF 

D.  Weir,  Ensign,  USNRF 

J.  Marmion,  Ensign,  USNRF 

J.  W.  R.  Stewart,  Ensign,  USNRF 

E.  L.  La  Dieu,  Machinist,  USNRF 
W.  J.  McFate,  Ensign,  NNV 

P.  D.  Boore,  Gunner,  USN 
A.  McGraw,  Gunner,  USN 
G.  B.  Martinsen,  Bosn.,  USN 
J.  J.  Maune,  Carpenter,  USN 

F.  B.  Bork,  Pharmacist,  USN 

W.  S.  Rockwell,  Act.  Pay  Clerk,  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


C.  K 
C.B. 
E.  R. 
E.  H 
T.  P. 
R.E. 
J.  M. 
V.R. 
C.  E. 
J.T. 
E.  S. 
H.  S. 
J.T. 


Patterson,  Ensign,  USNRF 
Gosnell,  Asst.  Paymaster,  USNRF 

Carrol,  1st  Lieut.,  USAQMC 
,  Sandelin,  Lieutenant,  USNRF 

Wynkoop,  Ensign,  USN 

Jones,  Ensign,  USNRF 

Keep,  Ensign,  USNRF 

Hood,  Ensign,  USNRF 

Howland,  Ensign,  USNRF 
Keegan,  Ensign,  USNRF 
Huntley,  Ensign,  USNRF 

Woodman,  Ensign,  USN 
Low,  Asst.  Surgeon,  USNRF 


C.  S.  Freeman,  Captain,  USN 

E.  J.  O'Toole,  Ensign  (T),  USN 

J.  A.  Pentz,  Ensign  (T),  USN 

T.  A.  O'Connor,  Ensign  (T),  USN 

W.  F.  J.  Odenwald,  Ensign  (T),  USN 

E.  F.  Thrall,  Ensign  (T),  USN 

F.  W.  Stirzel,  Ensign  (T),  USN 
W.  J.  O'Hara,  Ensign  (T),  USN 
Leo  A.  Redmond,  Ensign  (T),  USN 
P.  C.  Hulse,  Dental  Surgeon,  USNRF 
Walter  E.  Hennerich,  Asst.  Surg.,  USN 
Randle  Clifford,  Asst.  Surgeon,  USN 
W.  S.  Rockwell,  Act.  P.  C.  (T),  USN 


U.  S.  S.  MERCURY 

(Formerly  BARBAROSSA) 
(Transport) 


H.  L.  Brinser,  Commander,  USN 
P.  P.  Bassett,  Lieut.  Comdr.,  USN 
H.  A.  Arnold,  Lieutenant,  USNRF 
E.  A.  Mclntyre,  Lieutenant,  USN 
T.  F.  Webb,  Lieutenant  (jg),  USNRF 
H.  F.  Kent,  Lieutenant  (jg),  USNRF 


D.  C.  Woodward,  Ensign,  USN 

D.  Duncan,  Ensign,  USN 
P.  R.  Fox,  Ensign,  USN 
P.  E.  Kuter,  Ensign,  USN 

E.  J.  Frieh,  Ensign.  USN 

E.  M.  Shipley,  Ensign,  USN 


OFFICER  PERSONNEL 


309 


G.  R.  Crapo,  Paymaster,  USN 
C.  W.  O.  Bunker,  P.A.  Surgeon,  USN 
R.  J.  Bower,  Asst.  Surgeon,  USN 
R.  E.  Watkins,  Asst.  Surgeon,  USN 
K.  E.  F.  Sorenson,  Machinist,  USN 


J.  Holler,  Machinist,  USNRF 
W.  A.  Nightingale,  Carpenter,  USN 
C.  P.  Hines,  Pharmacist,  USN 
E.  Dann,  Chief  Pay  Clerk,  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


D.  Heath,  Lieutenant  (jg).  USNRF 

E.  N.  Dwight,  Ensign,  USNRF 
William  James,  Ensign,  USN 
W.  Prior,  Asst.  Paymaster,  USN 

A.  H.  White,  Asst.  Paymaster,  USN 
W.  Johnson,  Machinist  (T),  USN 
H.  S.  Lyons,  Lieutenant,  USNRF 
J.  C.  Warrington,  Lieut,  (jg),  USN 

B.  R.  LeRoy,  Ensign,  USNRF 

A.  D.  Freshman,  Ensign  (G),  USN 

F.  S.  Jameson,  Asst.  Surgeon,  USNRF 
E.  S.  Walker,  Lieutenant  (jg),  USNRF 

G.  E.  Atkinson,  Ensign  (D),  USNRF 
T.  J.  Turney,  Ensign  (E),  USNRF 
H.  A.  Arnold,  Lieutenant,  USNRF 
E.  A.  Salisbury,  Lieutenant,  USNRF 
H.  L.  Look,  Lieutenant,  USNRF 

L.  M.  Willson,  Lieut,  (jg),  USNRF 
R.  O.  Brackett,  Lieut,  (jg),  USNRF 
S.  F.  French,  Lieut,  (jg),  USNRF 
E.  Carroll,  Lieut,  (jg),  USNRF 
J.  C.  Waage,  Jr.,  Ensign,  USNRF 
G.  A.  Schaub,  Asst.  Surgeon,  USNRF 
P.  J.  Doyle,  Asst.  Paymaster,  USNRF 
J.  S.  Spaven,  Ensign,  LTSN 

A.  T.  Sprague,  Ensign,  USN 

S.  D.  Starbuck,  Ensign,  USNRF 

B.  S.  Wilson,  Ensign,  USNRF 
L.  B.  Wheeler,  Ensign,  USNRF 
A.  K.  Wardwell,  Ensign,  USNRF 


E.  F.  Woodward,  Ensign,  USNRF 

F.  M.  Bansom,  Asst.  Paym.,  USNRF 
E.  A.  Salisbury,  Lieutenant,  USNRF 
H.  C.  Berkstresser,  Carpenter,  USN 
W.  D.  Brereton,  Lieut.  Comdr.,  USN 

G.  T.  Rude,  Lieutenant,  USNRF 
T.  J.  Turney,  Lieut,  (jg),  USNRF 

R.  C.  Midwood,  Dental  Surg.,  USNRF 
O.  S.  Powell,  Asst.  Paymaster,  USN 
D.  W.  Mitchell,  Asst.  Paymaster,  USN 
W.  F.  Robins,  Pay  Clerk,  USNRF 

D.  J.  Reillv,  Boatswain  (T),  USN 

E.  R.  Murphy,  Elec.  Gunner  (T),  USN 
H.  M.  Cohn,  Cadet 

R.  S.  Lloyd,  Cadet 
A.  M.  Turney,  Cadet 
M.  F.  Hersion,  Cadet 

A.  E.  Chatterton,  Cadet 

James  Sterling,  Lieut,  (jg),  USNRF 
J.  A.  Sweeney,  Ensign,  USNRF 
H.  C.  Miller,  Ensign  (PC),  USN 

F.  F.  Babcock,  Machinist  (T),  USN 
W.  A.  Anderson.  Lieut,  (jg),  USNRF 
F.  A.  Mullen,  Ensign  (T),  USN 

H.  W.  Neely,  Ensign  (T),  USN 
H.  V.  Nussey,  Ensign  (T),  USN 
H.  R.  Spofford,  Ensign,  USNRF 

B.  E.  Belcher,  Lieut.  (MC),  USN 

E.  J.  Lanois,  Lieutenant  (MC),  USN 
A.  W.  Hagman,  Pay  Clerk.  USNRF 


U.  S.  S.  MINNEAPOLIS 


(Cruiser) 


H.  H.  Christy,  Capta,in,  USN 
Gordon  W.  Haines,  Lieut.  Comdr.,  USN 
George  H.  Bowdey,  Lieutenant,  USN 
Harry  A.  Badt,  Lieutenant,  USN 
Cleaveland  C.  Kimball,  Surg.,  USNRF 
Roger  D.  DeWolf,  Lieutenant,  USNRF 
Edgar  F.  Marbourg,  Asst.  Paym.,  USN 
Proctor  M.  Thornton,  Ensign,  USN 
Ralph  S.  Riggs,  Ensign,  USN 
Lisle  Henifin,  Ensign,  USN 
James  Morrison,  Ensign,  USN 


James  R.  Selfridge,  Ensign,  USNRF 
Joseph  R.  Williams,  Ensign,  USNRF 
Augustus  W.  Walker,  Ensign,  USNRF 
Albert  W.  Hinckley,  Ensign,  USN 
Charles  King,  Boatswain,  USN 
Curry  Eason,  Gunner,  USN 
John  Gallagher,  Machinist,  USN 
Edwin  H.  Briggs,  Machinist,  USN 
Ernest  F.  Kiefer,  Carpenter,  USN 
Houston  S.  Stubbs,  Pay  Clerk,  USN 
Clifton  I.  DuFilho.  Act.  Pay  Clerk, USN 


310     HISTORY  OF  TRANSPORT  SERVICE 


Relief  Officers  in  Order  of  Reporting  on  Board 


Thomas  Shine,  Lieutenant  (jg),  USN 
Charles  F.  Manley,  Carpenter,  USN 
J.  F.  Hines,  Commander,  USN 
Aner  Erickson,  Act.  Pay  Clerk(T),  USN 
Marion  W.  Jones,  Act.  Carp.  (T),  USN 
Walker  W.  Anderson,  Ensign,  USNRF 
Harold  S.  Johnson,  Ensign,  USNRF 
Elwood  O.  Langill,  Ensign,  USNRF 
Joseph  B.  Lindquist,  Ensign,  USNRF 
R.  Z.  Johnston,  Captain,  USN 
L.  C.  Covell,  1st  Lieutenant,  USCG 
William  B.  Dortsch,  Lieut,  (jg),  USNRF 
H.  V.  Bressler,  Lieut,  (jg),  USNRF 
F.  M.  Orton,  Ensign,  USNRF 
J.  B.  Clapp,  Ensign,  USNRF 
L.  S.  Taylor,  Ensign,  USNRF 
J.  S.  Bauman,  Ensign,  USNRF 
D.  R.  Hudson,  Ensign,  USNRF 
H.  A.  Young,  Ensign,  USNRF 
A.  C.  Smith,  Ensign,  USNRF 
W\  M.  Allen,  Ensign,  USNRF 
I.  M.  Jacobs,  Asst.  Surgeon,  USN 
Edward  P.  Grisbacker.  Mach.  (T),  USN 
Lloyd  T.  Chalker,  Captain,  USCG 
Robert  T.  Young,  Lieutenant,  USN 
Wm.  J.  Johnston,  Lieut,  (jg),  USNRF 
Ralph  W.  Hungerford,  Ensign,  USN 
James  J.  Hughes,  Ensign,  USN 
Albert  P.  Beals,  Ensign,  USNRF 
Kenneth  H.  Bayliss,  Ensign,  USNRF 


Joseph  E.  Derosier,  Ensign,  USNRF 
Bvron  M.  Fleming,  Ensign,  USNRF 
Wniiam  E.  Dodge,  Ensign,  USNRF 
Luther  H.  Elliott,  Ensign,  USNRF 
Frank  Durand,  Jr.,  Ensign,  USNRF 
James  P.  Harland,  Ensign,  USNRF 
Thomas  Eraser,  Ensign,  USNRF 
Claude  J.  Geisel,  Ensign,  USNRF 
Albert  O.  Mang,  Machinist  (T),  USN 
Floyd  J.  Sexton,  1st  Lieut.,  USCG 
Mattheas  A.  Roggenkamp,  Asst.  Pay 

Clerk  (T).  USN 
Charles  Blanchard,  Boatswain,  USNRF 
Lewis  H.  C.  Johnson,  Ensign,  USNRF 
Harrison  A.  Jones,  Ensign,  USNRF 
Adolph  J. Woll Webber,  Gunner  (R),USN 
Hugh  M.  Kitchen,  Ensign,  USNRF 
David  W.  Jones,  Ensign,  USNRF 
N.  S.  Knight,  Ensign.  USNRF 
F.  E.  Kennedy.  Ensign.  USNRF 
H.  W.  Kephart,  Ensign,  USNRF 
C.  E.  Chillingworth,  Ensign,  USNRF 
Charles  P.  Snyder,  Captain,  USN 
C.  D.  Holland,  Lieut,  (jg),  USN 
Alexander  Steel,  Asst.  Paym.,  USNRF 
Joseph  A.  Farrell,  Act.  Pay  Clerk,  USN 
John  H.  Herke  (PC),  USN 
Hobert  Hankinson,  Ensign,  USNRF 
Gilbert  L.  Duchars,  Ensign,  USNRF 
J.  E.  Robertson,  Ensign,  USNRF 


U.  S.  S.  MONGOLIA 

(Transport) 


Willis  McDowell,  Commander,  USN 

H.  McL.  Walker,  Lieut.  Comdr.,  USN 

Emery  Rice,  Lieut.  Comdr.,  USNRF 

J.  D.  Smith,  Lieutenant,  USN 

V.  J.  Green,  Lieutenant,  USNRF 

W.  Tornroth,  Lieutenant,  USNRF 

P.  W.  Bond,  Lieutenant,  USNRF 

B.  Christenson,  Lieutenant,  USNRF 

J.  G.  Lutz,  Lieutenant  (jg),  USNRF 

S.  S.  Green,  Lieutenant  (jg),  USNRF 

W.  B.  Anderson,  Ensign,  USN 

P.  J.  Dooling,  Jr.,  Ensign,  USNRF 

E.  W.  Higgins,  Ensign,  USNRF 

R.  M.  Treco,  Ei.sign,  USNRF 

S.  N.  Danskin,  Ensign,  USNRF 

P.  D.  Oulton,  Ensign,  USNRF 

A.  A.  Lofquist,  Ensign,  USNRF 

E.  L.  Blake.  Ensign,  USNRF 

H.  T.  Bryant,  Gtmncr,  USN 

H.  Holcombe,  Carpenter,  USNRF 


F.  Joseph,  Boatswain,  USNRF 
J.  A.  Materlick,  Lieutenant,  USNRF 
J.  W.  Merget,  Lieutenant  (jg),  USN 
A.  Treux,  Lieutenant  (jg),  USNRF 
J.  F.  Hatton,  Lieutenant  (jg),  USNRF 
W.  C.  Thierbach,  Ensign  (E),  USNRF 
E.  E.  Powers,  Ensign  (E),  USNRF 
A.  J.  Iverson,  Ensign  (E),  USNRF 
J.  J.  Carroll,  Ensign  (E),  USNRF 

D.  H.  Noble,  P.  A.  Surgeon,  USN 
H.  P.  Griffin,  Asst.  Surgeon,  USN 
H.  H.  Slominski,  Asst.  Surgeon,  USN 
A.  R.  Leh,  Pharmacist,  USN 

H.  A.  Daniels,  Dentist  Surgeon,  USN 
L.  H.  Hucbner,  P.A.  Paymaster,  USN 
T.  B.  Mudd,  Asst.  Pavina^ster,  USNRF 
n.  R.  Tiffany,  Asst.  Pavmn ster,  USNRF 

E.  S.  (lllbert.  Pay  Clerk,  USN 
E.  J.  Horn.  Pay  Clerk,  USNRF 


OFFICER  PERSONNEL 


311 


Relief  Officers  in  Order  of  Reporting  on  Board 


C.  K.  Wlldman,  Ensign,  USN 

F.  O.  Willenbucher,  Ensign,  USN 

D,  G.  Methany,  Asst.  Surgeon,  USNRF 
F.  B.  Goddard,  Lieut,  (jg),  USNRF 
Charles  P.  Snyder,  Commander,  USN 
A.  W.  Lindstrom,  Gunner,  USN  ^ 
Gideon  J.  Ellis,  Lieut,  (jg),  USNRF 
Leslie  M.  Shorter,  Midsh.,  USNRF 

R.  L.  Smith,  Midshipman,  USNRF 
R.  L.  Van  Siclen,  Midshipman,  USNRF 
R.  F.  Wilson,_ Midshipman,  USNRF 
L.  Henefin,  Lieutenant,  USN 


J.  K.  Batchelder,  Ensign,  USNRF 

F.  E.  Covalt,  Lieutenant  (jg),  USNRF 

A.W.  Yowell,  Ensign  (Pay  Clk.)USNRF 

H.  B.  Porterfield,  Ensign,  USN 

C.  E.  Peterson,  Ensign,  USN 

C.  W.  Proctor,  Ensign,  USN  (T) 

E.  C.  Peterson,  Ensign,  USN  (T) 

R.  H.  Persons,  Ensign,  USN  (T) 

W.  H.  Stueve,  Ensign,  USN  (T) 

E.  C.  Steinhart,  Lieut,  (jg).  USNRF 

Frank  Barth,  Ensign,  USNRF 


U.  S.  S.  MONTANA 


{Cruiser) 


Chester  Wells,  Commander,  USN 

R.  E.  Pope,  Commander,  USN 

A.  W.  Sears,  Lieut.  Commander,  L^SN 

A.  J.  James,  Lieut.  Commander,  USN 

H.  P.  Glover,  Lieutenant,  USN 

S.  M.  Kraus,  Lieutenant,  USN 

H.  M.  Branham,  Lieutenant  (jg),  USN 

H.  H.  Bouson,  Lieutenant  (jg),  USN 

M.  Case,  Lieutenant  (jg),  USN 

J.  D.  Edwards,  Ensign,  USN 

W.  N._  McDowell,  P.  A.  Surgeon,  USN 

E.  Stein,  Asst.  Surgeon,  USN 

W.  S.  Zane,  P.  A.  Paymaster,  USN 

H.  Schmidt,  Captain,  USMC 

J.  Evans,  Boatswain,  USN 

L.  Rodd,  Chief  Gunner,  USN 

C.  B.  Bradley.  Gunner,  USN 

G.  Bradley,  Gunner,  USN 

L.  O.  Peterson,  Gunner,  USN 

W.  H.  Langdon,  Machinist,  USN 

H.  H.  Fowler,  Machinist,  USN 

J.  Chinnis,  Machinist,  USN 

W.  Collins,  Carpenter,  USN 

W.  Craig,  Chief  Pay  Clerk,  USN 

S.  B.  Deal,  Act.  Pay  Clerk,  USN 

J.  M.  Damrow,  Act.  Pay  Clerk,  USN 

L.  A.  Puckett,  Act.  Pay  Clerk,  USN 

J.  J.  Miffitt,  Act.  Pay  Clerk,  USN 

A.  G.  Robinson,  Lieutenant  (jg),  USN 


H.  R.  Gellerstedt,  Lieut,  (jg),  USN 

E.  S.  McCawley,  Lieutenant  (jg),  USN 
L.  D.  Pickering,  Lieutenant  (jg),  USN 
W.  S.  Hactor,  Ensign,  USN 

F.  L.  Lowe,  Ensign,  USN 
T.  L.  Nash,  Ensign,  USN 
A.  R.  Earley,  Ensign,  USN 
P.  W.  Yeatman,  Ensign,  USN 

R.  S.  Wyman,  Lieutenant  (jg),  USN 

R.  de  S.  Horn,  Ensign,  USN 

K.  Preston,  Ensign,  USN 

H.  G.  Eldredge,  Ensign,  USN 

F.  B.  Smith,  Ensign,  USN 

T.  E.  Chandler,  Ensign,  USN 

H.  V.  Wiley,  Ensign,  USN 

T.  G.  Peyton,  Ensign,  USN 

C.  W.  Flynn,  Ensign,  USN 

A.  C.  Thomas,  Ensign,  USN 

R.  M.  Fortson,  Ensign,  USN 

L.  Wood,  Ensign,  USN 

S.  A.  Maher,  Ensign,  USN 

J.  M.  Field,  Ensign,  USN 

J.  H.  Sprague,  Ensign,  USN 

H.  S.  Clark,  Ensign,  USN 

A.  Landis,  Ensign,  USN 

M.  O.  Carlson,  Ensign,  USN 

J.  W.  Simms,  Ensign,  USN 

C.  O.  Bain,  Gunner,  USN 

E.  F.  Gumm,  Gunner,  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


W.  R.  Nichols,  Ensign,  USN 

V.  R.  Murphy,  Ensign,  USN 

G.  D.  Chester,  Ensign,  USN 

S.  C.  Norton,  Ensign,  USN 

E.  H.  Krueger,  Ensign,  USN 

H.  V.  Deely,  2nd  Lieutenant,  USMC 

L.  L.  Babbitt,  Lieutenant,  USN 


M.  A.  Deans,  Ensign,  USN 

W.  J.  Skelton,  Ensign,  USNRF 

W.  A.  Stillwell,  Ensign,  USNRF 

E.  PL  Gibbs,  Asst.  Surgeon,  USNRF 

S.  D.  Moyer,  Carpenter,  USNRF 

H.  B.  Cecil,  Lieutenant,  USNRF 

P.  J.  A.  Ledue,  Acting  Chapl.,  USNRF 


312     HISTORY  OF  TRANSPORT  SERVICE 


C.  R.  Brown,  Gunner  (T),  USN 

B.  J.  Reynolds,  Gunner  (T),  USN 
J.  O.  Crom,  Machinist  (T),  USN 
M.  R.  Hinkle,  Machinist  (T),  USN 
A.  C.  Perring,  Carpenter  (T),  USN 
J.  M.  Damrow,  Act.  Pay  Clerk,  USN 
J.  L.  Foss,  Act.  Pay  Clerk  (T),  USN 
W.  Liggett,  Jr.,  Lieut.  Comdr.  (Ret.), 

USN 
R.  J.  Miller,  Lieutenant  (ig),USN 
W.  E.  Findeisen,  P.  A.  Surgeon,  USN 
J.  A.  Mangiaracina,  Asst.  Surg.,  USN 
H.  B.  Ransdell,  P.  A.  Paymaster,  USN 

D.  McK.  Paulson,  Ensign,  USNRF 
T.  P.  Wells,  Ensign,  USNRF 

J.  L.  D.  Painter,  Ensign,  USNRF 
T.  F.  Kilkenny,  Jr.,  Ensign,  USNRF 
G.  T.  Morrow,  Ensign,  USNRF 
W.  G.  Woodams,  Ensign,  USNRF 
A.  M.  Baldwin,  Ensign,  NNV 
G.  I.  Wright,  Lieut,  (jg),  USNRF 
L.  H.  Van  Syckle.  Ensign,  NNV 

E.  F.  Cloney,  Ensign,  NNV 

C.  R.  Jacobson,  Ensign,  NNV 

A.  P.  Flagg,  Lieutenant  (jg),  USN 

F.  C.  Cobb,  Lieutenant  (jg),  USNRF 
A.  P.  Hill,  Lieutenant  (jg),  USNRF 
C.  S.  Shields,  Ensign,  USNRF 

C.  A.  Painter,  Ensign,  USNRF 

E.  J.  McKiernan,  Machinist  (T),  USN 
S.  C.  Norton,  Lieutenant  (jg),  USN 

D.  Ballard,  Ensign  (T),  USN 
J.  F.  Hart,  P.  A.  Surgeon,  USN 

K.  Hamner,  Dental  Surgeon,  USNRF 
C.  R.  Sies,  Asst.  Paymaster,  USN 
T.  L.  Zynda,  Gunner  (T).  USN 
W.  F.  Rail.  Gunner  (T),  USN 
H.  J.  Megin.  Pharmacist  (T).  USN 
L.  Ashcroft,  Ensign.  USNRF 


J.  B.  Clark,  Ensign,  USNRF 

E.  L.  Denton,  Ensign,  USNRF 
P.  P.  Kane,  Ensign,  USNRF 
L.  W.  Fisher,  Ensign,  USNRF 
M.  E.  Miller,  Ensign.  USNRF 
I.  C.  Mix,  Ensign,  USNRF 

L.  B.  Roberts,  Ensign,  USNRF 

F.  C.  Smith,  Ensign,  USNRF 

D.  Sparkman,  Ensign,  USNRF 
S.  B.  Sharp,  Machinist  (T),  USN 
J.  J.  Graham,  Ensign,  USN 

F.  H.  Gilmer,  Ensign,  USN 

W.  E.  Moser,  Boatswain  (T),  USN 
H.  F.  A.  Baske,  Asst.  Surgeon,  USN 
R.  G.  Brown,  Ensign,  USNRF 
A.  S.  Francis,  Ensign,  USNRF 
A.  E.  Spinner,  Gunner  (T),  USN 
T.  J.  Hassett,  Gunner  (T),  USN 

G.  C.  Day,  Captain.  USN 

H.  E.  Kays,  Commander,  USN 

J.  S.  Spore,  Lieut.  Commander,  USN 

J.  T.  Lett,  Ensign.  USNRF 

J.  B.  McGovern,  Ensign,  USNRF 

E.  B.  Luckie,  Ensign.  USNRF 
H.  A.  Lincohi,  Ensign.  USNRF 
R.  L.  Gray,  Ensign,  USNRF 

H.  P.  Dockstader,  Ensign,  USNRF 

H.  R.  Lake,  Ensign,  USNRF 

G.  C.  Lindberg,  Ensign,  USNRF 

H.  C.  Cooper,  Captain,  USMC 

C.  A.  McGaha,  Boatswain  (T),  USN 

H.  W.  Bryan,  Boatswain  (T),  USN 

R.  E.  Woods,  Gunner  (T),  USN 

A.  H.  Giesler,  Carpenter  (T),  USN 

A.  W.  Robbins,  Pay  Clerk,  USNRF 

L.  B.  Roberts,  Ensign,  USNRF 

C.  F.  Tinney,  Lieutenant  (M),  USNRF 

C.  M.  McAfee,  Ensign,  USNRF 

L.  A,  Krake,  Ensign,  XJSNRF 


U.  S.  S.  MOUNT  VERNON 
(Transport) 


A.  n.  Robertson,  Captain,  USN 

R.  Morris,  Commander,  USN 

J.  M.  Doyle,  Lieutenant,  USN 

P.  L.  Carroll,  Lieutenant  (jg),  USN 

W.  W.  Feineman,  Ensign,  USN 

R.  G.  Heiner,  Surgeon,  USN 

J.  P.  Kutz,  Paymaster,  USN 

D.  n.  Sumner,  Lieut.  Comdr..  USNRF 

F.  C.  Bailey,  Lieutenant.  USNRF 

P.  A.  Guttormsen,  Lieutenant,  USNRF 

T.  L,  McAvery,  Lieutenant,  USNRF 


G.  Tyner,  Lieutenant,  USNRF 

J.  n.  Gorman,  Lieutenant  (jg),  USNRF 

E.  Rock,  Lieutenant  (jg),  USNRF 

S.  L.  Almon,  Ensign.  USN 

J.  A.  Martin,  Ensign  (T),  USN 

J.  C.  Stein,  Ensign  (T),  USN 

R.  G.  Baird,  Ensign,  NNV 

G.  W.  Milliken,  Ensign,  USNRF 

R.  de  B.  Clark,  P.  S.  Surgeon,  NNV 

W.  M.  Anderson,  Asst.  Surg.,  USNRF 

R.  W.  Harris,  Asst,  Paymaster,  USNRF 


OFFICER  PERSONNEL 


313 


V.  B.  Havens,  Asst.  Paymaster,  USNRP 
H.  V.  C.  Wetmore,  Asst.  Nav.  Constr. 

(T),  USN 
F.  C.  A.  Plagemann,  Bosn.,  USN 
R.  L.  Marshall.  Bosn.,  USNRF 


C.  H.  Kohls,  Gunner,  USN 
R.  J.  Youngkm,  Pharmacist  (T),  USN 
M.  J.  Dambacher,  Pay  Clerk,  USN 
H.  Noble,  Pay  Clerk,  USNRF 


Relief  Officers  in  Order  of  Reporting  on  Board 


R.  W.  Emmons,  Lieutenant,  USNRF 

R.  Roberts,  Lieutenant,  USNRF 

L.  Heyl,  Lieutenant  (jg),  USNRF 

W.  J.  Pittuck,  Lieutenant  (jg).  USNRP 

P.  C.  Taisey,  Ensign.  NNV 

H.  O.  K.  Hansen,  Ensign,  NNV 

V.  H.  Robinson.  Ensign,  USNRF 

A.  E.  Rowe,  Bosn..  USNRF 

J.  T.  Ogden.  Gunner,  USNRP 

V.  F.  Le  Verne,  Ensign  (T)  (M),  USN 

A.  Blake.  Ensign,  USNRP 

C.  K.  Cummings,  Ensign,  USNRF 
J.  R.  Hooper,  Jr.,  Ensign,  USNRF 

G.  W.  Eastman,  Asst.  Surgeon,  USNRF 
J.  G.  Prout,  Asst.  Paymaster,  USN 
H.  M.  ShafiFer,  Asst.  Paymaster,  USN 
Lon  H.  Robb,  Bosn.  (T),  USN 
J.  W.  Rabbitt,  Gunner  (T),  USN 
M.  Witte,  Gunner  (T),  USN 
A.  F.  Sortwell,  Bosn.,  USNRP 
T.  A.  Clark,  Carpenter  (T),  USN 
H.  A.  D.  Cameron.  Lieutenant,  USNRF 
E.  C.  W.  S.  Lyders,  Lieutenant,  USNRF 
W.  Comerford.  Lieut,  (jg),  USNRF 
A.  T.  Appleyard,  Ensign,  USNRF 
R.  H.  Baker.  Ensign,  USNRF 
W.  L.  Freeborn,  Ensign,  USNRF 

E.  M.  Wallman,  Ensign,  USNRF 
W.  Wilson,  Ensign,  USNRF 

G.  A.  Smith,  Dental  Surgeon,  USNRP 
A.  Mangin,  Warrant  Officer  (Fr.  Navy) 

D.  E.  Dismukes,  Captain,  USN 
J.  P.  Friefer,  Ensign,  USNRF 
A.  N.  Hanau,  Ensign,  USNRF 
J.  S.  Hanna,  Ensign,  USNRF 
H.  L.  Morrison,  Ensign,  USNRF 

A.  Staton,  Lieut.  Commander,  USN 

F.  Myers,  Lieuteaant  (jg),  USN 


P.  J.  McCarthy,  Act.  Surgeon,  USN 

C.  E.  Brown,  Act.  Surgeon,  USN 

B,  T.  Smith,  Asst.  Paymaster,  USNRF 
W.  A.  Hopkins,  Act.  Chaplain,  USN 
R.  J.  Pose,  Carpenter,  USN 
H.  H.  Hersh,  Machinist.  USNRP 

D.  C.  Moore,  Pharmacist,  USNRF 
J.  A.  Campbell,  Ensign,  USNRP 
B.  V.  McGovern,  Ensign,  USNRP 

D.  W.  Dodd,  Asst.  Surgeon,  USNRF 
S.  Weinstein,  Gunner  (T),  USN 

J.  F.  Nelligan,  Ensign,  USNRF 

K.  M.  Fiske,  Ensign,  USNRP 

H.  H.  McNeill,  Ensign,  USNRP 

W.  P.  Ives,  Ensign,  USNRP 

A.  R.  Tierney,  Ensign,  USNRP 

P.  E.  Covalt,  Ensign,  USNRF 

H.  H.  McGlaughlin,  Ensign,  USNRP 

S.  D.  Barr,  Act.  Pay  Clerk,  USN 

M.  H.  Stein,  Ensign,  USN 

A.  R._  Staudt,  Ensign,  USN 

J.  Briggs,  Ensign,  USN 

H.  D.  Knower,  Ensign,  USNRF 

L.  D.  Crouter,  Asst.  Paymaster,  USNRF 

W.  V.  C.  Brandt,  Ensign,  USNRP 

W.  S.  Porteous,  Jr.,  Ensign,  USNRP 

L.  Placet,  Boatswain,  USN 

E.  E.  Curtis.  Surgeon,  USN 

T.  W.  Anthony,  Ensign,  USNRF 
R.  B.  Zinser,  Ensign,  USNRF 
P.  P.  Dreffein,  Ensign,  USNRF 
J.  J.  Ward,  Ensign,  USNRF 

D.  F.  Gang,  Ensign,  USNRP 
R.  I.  Law,  Pharmacist,  USNRF 

E.  W.  Bentley,  Ensign  (PC),  USNRP 
R.  B.  Scharmon,  Ensign,  USNRF 

M.  A.  Malandian,  Lieut,  (jg),  USNRP 


U.  S.  S.  NEW  ORLEANS 

(Cruiser) 


Arthur  G.  Kavanagh,  Commander,  USN 
Harold  A.  Waddington,  Lieut.,  USN 
Daniel  J.  Callaghan,  Lieut.,  USN 
John  L.  Riheldaffer.  Lieut.,  USN 
Oscar  W.  Leidel,  P.A.  Paymaster,  USN 
Robin  B.  Daughtry,  Lieut,  (jg),  USN 
Walker  Cochran,  Lieut,  (jg),  USN 


Ross  T.  Mclntire,  Asst.  Surgeon,  USN 
Edward  A.  Mitchell,  Ensign,  USN 
Byron  K.  Presnell,  Ensign,  USN 
Leonard  B.  Austin,  Ensign,  USN 
Stanley  M.  Haight,  Ensign,  USN 
Walter  L.  Taylor,  Ensign,  USN 
Oscar  L.  Youngblood,  Pay  Clerk,  USN 


314     HISTORY  OF  TRANSPORT  SERVICE 


Relief  Officers  in  Order  of  Reporting  on  Board 


Waldo  Evans,  Captain,  ITSN 
Kenneth  M.  Bennett,  Commander, USN 
Charles  Higginson,  Ensign,  USN 
George  D.  Howell,  Ensign,  USN 
Bryant  H.  Howard,  Ensign,  USN 
Ralph  B.  Bristol,  Asst.  PajTn.,  USN 
W.  J.  Bisel.  Pharmacist,  USN 
Lewis  P.  Scott.  Ensign  (T),  USN 
Morris  Phinney,  Ensign  (T),  USN 
Pursel  J.  Earl,  Act.  Pay  Clerk,  USN 
Alfred  S.  Reynolds,  Ensign,  NNV 
Howard  G.  Muzzy,  Ensign,  USNRP 
Bruno  F.  Miller,  Ensign,  USNRF 
Joseph  L.  Regnier,  Dent.  Surg.,  USNRF 
Edgar  B.  Larimer,  Commander,  USN 


A.  P.  Moran,  Jr.,  Ensign,  USN 

V.  R.  Moore,  Ensign,  USN 

D.  G.  Calif,  Ensign,  USNRP 

Robert  H.  Whitaker,  Act.  Pay  Clerk 

(T),  USN 
Milton  N.  Price,  Ensign,  USNRP 
Robert  O.  Hinckley,  Lieut,  (jg),  USN 
Charles  R.  Jennings,  Gunner,  USNRF 
Charles  J.  McLean,  Machinist,  USNRF 
Wilbur  M.  McKay,  Ensign  (T),  USN 
James  McKillips,  Ensign  (T),  USN 
Harlan  H.  Grover,  Ensign  (T),  USN 
Philip  D.  Werum,  Asst.  Surg.  (Lt.),USN 
Charles  H.  Mecum,  Lieutenant,  USN 
Frank  G.  Eldridge,  Machinist  (T),  USN 


U.  S.  S.  NORTH  CAROLINA 


(Cruiser) 


W.  T.  Tarrant,  Commander,  USN 
H.  F.  Emerson,  Lieutenant,  USN 
R.  F.  Frellsen,  Lieutenant,  USN 
R.  E.  Cassidy,  Lieutenant,  L^SN 
R.  S.  Geiger,  Captain,  USMC 

D.  A.  McElduff,  Lieutenant,  USN 
R.  E.  Sampson,  Lieutenant,  USN 
W.  M.  Corry,  Lieutenant  (jg),  USN 
H.  T.  Bartlett,  Lieutenant  (jg),  USN 
G.  L.  Woodruff,  Lieutenant  O'g).  USN 
R.  Asserson,  Ensign,  USN 

R.  Burhen.  Ensign,  USN 

E.  F.  McCartin,  Ensign,  USN 
J.  J.  Clark.  Ensign,  USN 

E.  A.  Foote,  Ensign,  USN 

F.  E.  Duyall,  Jr..  Ensign,  USN 
J.  H.  Duncan,  Ensign.  USN 
E.  G.  Higgins,  Ensign,  USN 

J.  W.  Merget.  Ensign,  USN 

R.  H.  Bush,  Ensign,  USN 

W.  A.  Sherman,  Lieutenant  (jg),  NNV 

W.  A.  Anderson,  Lieut,  (jg),  NMC 


G.  Norman,  Ensign,  USNRP 

A.  J.  R.  Ferguson,  Ensign,  USNRF 

C.  J.  Ingersoll,  Ensign,  USNRF 

C.  S.  Bartow,  Ensign,  USNRF 
P.  S.  Dennis,  Ensign,  USNRP 
O.  E.  Cobb,  Ensign,  USNRP 

H.  A.  Courtney,  Ensign,  USNRF 

D.  D.  Cooke,  Ensign,  USNRF 
M.  J.  Looram,  Ensign,  USNRF 
J.  Hallas,  Ensign,  NNV 

W.  J.  Charles,  Ensign,  NNV 

L.  Doane,  Ensign.  NNV 

H.  C.  Marshall,  Ensign,  NNV 

R.  S.  Bunker,  Ensign,  NNV 

H.  W.  Smith.  P.A.  Surgeon,  USN 

C.  L.  McCarthy,  Asst.  Surgeon,  USN 

J.  L.  Chatterton,  P.A.  Paym.,  USN 

W.  R.  Thomas,  Asst.  Nav.  Constr.,USN 

F.  Rasmussen,  Boatswain,  USN 

R.  B.  England,  Gunner  (E),  USN 

A.  K.  Goffe,  Gunner  (0),  USN 

F.  P.  Kenny,  Pay  Clerk,  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


F.  E.  O'Brien,  Asst.  Surgeon,  USN 
C.  G.  A.  Halwartz,  Boatswain,  USN 
C.  F.  Holzermer,  Gtmner  (Ord.)  (T), 

USN 
F.  S.  Miller,  Gunner  (Radio)  (T),  USN 
A.  W.  Chandler,  Machinist  (T),  USN 
T.  M.  Waldschmidt,  Lieut,  (jg),  USN 
R.  N.  Hedges,  Asst.  Surgeon,  USN 
E.  W.  Amos,  Carpenter  (T),  USN 
R.  F.  Jones.  P.  A.  Surgeon,  l^SN 
E.  F.  Humphrey,  Ensign,  USNRF 


W.  R.  Thompson,  Ensign,  USNRF 
H.  E.  Ulich,  Ensign,  USNRF 
T.  H.  Banks,  Ensign,  USNRF 
E.  M.  Burstan,  Captain,  USMC 
A.  W.  Harrington,  Captain,  USMC 
H.  N.  Heine,  Lieutenant  (jg),  USNRF 
M.  G.  Wolson,  Lieutenant  (jg),  USNRF 
A.  C.  Brattle,  Lieutenant  (jg),  USNRF 
E.  Priodrick,  Lieut.  Commander,  USN 
C.  L.  Turner,  Lieutenant  (jg),  USNRF 
W.  D.  MacDougall,  Captain,  USN 


OFFICER  PERSONNEL 


315 


p.  W.  Eiker,  2nd  Lieutenant,  USMC 
R.  B.  Lanier,  Ensign,  USNRF 
J.  B.  Kingsley,  Ensign,  USNRF 
G.  R.  Osborne,  Ensign,  USNRF 
W.  H.  Holby,  Ensign,  USNRF 
D.  F.  Parker,  Ensign,  USNRF 
C.  E.  Seage,  Lieutenant  (jg),  NNV 
J.  Hallas,  Ensign,  NNV 
R.  S.  Bunker,  Ensign,  NNV 
G.  K.  Mesick,  Ensign,  USNRF 
J.  J.  Roth.  Ensign,  USNRF 
S.  M.  Lang,  Ensign,  USNRF 
R.  W.  Belknap,  A.  Surgeon,  USN 
B.  K.  Johnson,  Lieut,  Comdr.,  USN 
M.  J.  Peterson,  Lieut.  Comdr.,  USN 
W.  E.  Brown,  Lieut.  Comdr.,  USN 
G.  A.  Hasler,  Lieutenant,  USN 


E.  M.  Parker,  Ensign,  USNRF 
R.  F.  Wliitlock,  Ensign,  USNRF 
H.  O.  Baker,  Ensign,  USNRF 
J.  D.  Matthews,  Ensign,  USNRF 
A.  Szarmanski,  Boatswain,  USN 
R.  A.  Whitney.  Ensign,  USNRF 
G.  D.  Wheeler,  Ensign,  USNRF 
R.  H.  Schooley,  Ensign,  USNRF 
A.  F.  Soukup,  Ensign,  USNRF 
C.  H.  Westaby.  Ensign,  USNRF 

A.  McK.  Willson,  Ensign,  USNRF 
T.  J.  Farley,  Ensign,  USNRF 

E.  H.  Pauson,  Pay  Clerk,  USNRF 
H.  L.  Reed,  Ensign,  USNRF 
W.  G.  Evans,  Ensign,  USNRF 

B.  B.  Williams,  Ensign,  USNRF 
R.  E,  Leaver,  Gunner.  USN 


U.  S.  S.  NORTHERN  PACIFIC 

(Transport) 


C.  F.  Preston,  Captain,  USN 

A.  T.  Hunter,  Lieut.  Comdr.,  USNRF 

B.  B.  Taylor,  Lieut.  Comdr.,  USN 
G.  J.  Lenhardt,  Lieutenant,  USNRF 
R.  S.  Smith,  Lieutenant  (jg),  USNRF 
J.  F.  Peters,  Ensign,  USNRF 

IL  V.  Van  Dusen,  Ensign,  USNRF 
W.  I.  Green,  Ensign,  USNRF 
Walter  Clayton,  Ensign,  USNRF 
Otis  Wood,  Ensign,  USNRF 
R.  G.  Davis,  P.  A.  Surgeon,  USN 
John  I.  Ballinger,  Ensign  (M),  USN 
W.  H.  A.  Pike,  Lieutenant,  USN 


Thomas  M.  Cassidy,  Ensign  (T),  USN 
August  Anderson,  Ensign  (T),  USN 
A.  D.  Denney,  Lieut.,  USN,  Gun.  OfF. 
R.  E.  Rogers,  Lieut.,  USN,  Engr.  Off. 
W.   E.   Fitzgerald,   Lieut,    (jg),   USN. 

(T)  (C) 
H.  T.  Mulloy,  Machinist,  USN 
I.  V.  Herin,  Ensign  (T)  (G),  USN 
G.  S.  Bull,  Ensign,  USNRF 
R.  G.  Morsell,  P.A.  Paymaster,  USN 
W.  L.  Bunker,  Lieutenant,  USNRF 
D.  R.  Haguewood,  Pharmacist,  USN 
R.  S.  Mecklem,  Asst.  Paym.,  USNRF 


Relief  Officers  in  Order  of  Reporting  on  Board 


A.  S.  Freedman,  Asst.  Paymaster  USN 
T.  F.  Crockett,  Boatswain,  USNRF 
W.  Richardson,  Asst.  Surgeon,  T 'SNRF 
Charles  Hierdahl,  Ensign  (G),  USN 
I.  W.  Thompson,  Pay  Clerk,  (T)  USN 
M.  J.  Price,  Asst.  Surgeon,  USN  (Lt.) 
J.  A.  B.  Sinclair,  Act.  Asst.  Surg.,  USN 
G.  V.  Clark,  Asst.  Surgeon,  USNRF 
J.  B.  Morris,  Lieutenant,  USNRF 
John  C.  Ruddock,  Asst.  Surgeon,  USN 
J.  K.  Davis,  Lieutenant,  USN 
Reuben  Jasperson,  Pay  Clerk,  USNRF 
F.  Seefeldt,  Ensign,  USN 
H.  V.  Van  Dusen,  Lieut,  (jg),  USNRF 
A.  C.  Bristol,  Ensign  (D),  USNRF 
F.  H.  Robb,  Ensign  (D),  USNRF 

D.  S.  Martinez,  Ensign  (D),  USNRF 
R.  H.  Wilcox,  Ensign  (D),  USNRF 
F.  D.  Allen,  Carpenter,  USN 

E.  V.  Byrne,  Chaplain,  USN 


L.  O.  Colbert,  Lieutenant,  USNRF 

F.  G.  Hogan,  Asst.  Paymaster,  USNRF 

T.  M.  Cassidy,  Lieut,  (jg),  USN 

M.  P.  Kane,  Dental  Surgeon,  USNRF 

H.  Busching,  Machinist,  USNRF 

A.  Lindstrom,  Machinist,  USNRF 

A.  G.  Latimer,  Ensign,  USNRF 

H.  P.  Knickerboker,  Ensign,  USNRF 

P.  R.  Ladd,  Ensign,  USNRF 

A.  E.  Koch,  Ensign,  USNRF 

W.  R.  Read.  Midshipman,  USN 

W.  H.  Mays,  Midshipman,  USN 

E.  J.  Martin,  Lieut,  (jg),  USNRF 
C.  L.  Howard,  Lieut,  (jg),  USNRF 
J.  J.  Calkins,  Lieut,  (jg).  USNRF 
A.  W.  Mackenzie,  Ensign,  USNRP 

F.  J.  Massey,  Ensign,  USNRF 
F.  W.  Sartain,  Ensign,  USNRF 
C.  Morse,  Ensign,  USNRF 

S.  S.  Fosnaugh,  Bosn.  (T),  USN 


316     HISTORY  OF  TRANSPORT  SERVICE 


H.  M.  Norton,  Gunner  (T),  USN 
A.  J.  Hockman,  Machinist  (T),  USN 
A.  H.  Richter,  A.  P.  Clerk  (T),  USN 
H.  D.  Burroughs,  A.  P.  Clerk  (T),  USN 
R.  D.  McNeill,  Bosn.  (P),  USNRF 
C.  E.  Morgan,  Lieutenant,  USNRF 
J.  G.  Da^^s,  Asst.  Surgeon,  USNRF 
W.  T.  Davidson,  Asst.  Surgeon,  USN 
O.  J.  Hackler,  Gunner  (T),  USN 
G.  E.  Fithen,  Ensign,  USNRF 
G.  E.  Gilmour,  Ensign,  USNRF 
A.  E.  McMahon,  Ensign,  USNRF 


D.  R.  Lowry,  Ensign,  USNRF 
W.  F.  Higgins,  Ensign,  USNRF 
F.  M.  Hill,  Ensign,  USNRF 

A.  S.  Herbert,  En^gn,  USNRF 
W.  J.  Kistle,  Machinist,  USNRF 
S.  P.  Folsom,  Machinist,  USNRF 

D.  L.  Gill,  Ensign,  USNRF 

B.  P.  Huske,  Lieut.  (Chapl.),  USNRF 
P.  J.  Lynch,  Carpenter,  USN 

E.  M.  Foote,  P.  A.  Surgeon,  USN 
T.  J.  Boner,  Pharmacist,  USN 


U.  S.  S.  OLYMPIA 


(Cruiser) 


Bion  B.  Bierer,  Captain,  USN 
George  P.  Brown,  Lieut.  Comdr.,  USN 
Frank  J.  Wille,  Lieut.  Comdr.,  USN 
George  H.  Emmerson,  Lt.  Comdr.,  USN 
Paul  A.  Stevens,  Lieutenant,  USN 
Lawrence  J.  K.  Blades,  Lieut.,  USN 
Lyle  G.  Fear,  Lieut,  (jg),  USNRF 
Edward  Wenk,  Ensign  (T)  (G),  USN 
John  E.  Burger,  Ensign  (T)  (M),  USN 
Elroy  G.  True,  Ensign  (T)  (M),  USN 
Clarence  Cappel,  Ensign,  USNRF 
Albert  P.  Reals,  Ensign,  USNRF 
Donald  M.  Hicks,  Ensign,  USNRF 
Clarence  S.  Bishop,  Ensign,  USNRF 


John  M.  Griffin,  Ensign,  USNRF 
George  H.  Cottrell,  Ensign,  USNRF 
James  G.  Williamson,  Ensign,  USNNV 
Clarence  F.  Williams,  Ensign,  USNRF 
William  T.  Gill,  Jr.,  Asst.  Surgeon,  USN 
Charles   E.    Swithenback,   Asst.    Pay- 
Charles  V.  Ellis,  Act.  Chaplain,  USN 
Carl  R.  Lemke,  Boatswain,  USN 
Carl  W.  Nelson,  Machinist,  USN 
William  English,  Carpenter,  USN 
Alexander  Riggin,  Pay  Clerk,  USN 
Thomas  E.  Harris,  Act.  Pay  Clerk  (T). 
USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


Elmer  S.  Small,  Lieut,  (jg),  USNRF 
Fred  M.  Byers,  Ensign,  USN 
Lindsay  Bradford,  Ensign  (T),  USN 
William  L.  G.  Gibson,  Ensign  (T),  USN 
Edwin  E.  Sheridan,  Ensign  (T),  USN 
Henry  C.  Taylor,  Ensign  (T),  USN 
Leslie  R.  Lingeman,  Asst.  Surgeon,  USN 
Daniel  Hunt,  Surgeon,  USN 
George  S.  Arvin,  Lieut,  (jg),  USN 
Henry  F.  Floyd,  Lieutenant,  USN 
R.  J.  KingsmiU,  Lieut.  (M)  (jg)  (T), 
USN 


Andres  J.  Norgaard,  Lieut.,  USNRF 
Eugene  C.  Sweeny,  Lieut,  (jg),  USNRF 
Donald  M.  Lovejoy,  Ensign,  USNRF 
Jay  S.  Rogers,  Ensign,  USNRF 
Henry  J.  Price,  Boatswain  (T),  USN 
Theo.  A.  Small,  Gunner  (T),  USN 
Edward  F.  Wilson,  Gunner  (T),  USN 
Louis  J.  Miller,  Machinist  (T),  USN 
William  F.  Dickerson,  Carp.  (T),  USN 
.James  F.  Bryant,  Machinist  (T),  USN 
Oliver  E.  Cobb,  Ensign,  USNRF 
Sergius  M.  Riis,  Lieutenant,  USNRF 


U.  S.  S.  ORIZABA 
(Transport) 


R.  Drace  White,  Commander,  USN 
William  P.  Williamson,  Lieut.  Comdr., 

USN 
W.  J.  Willct,  Lieut.  Comdr.,  USNRF 
William   D.    Prideaux,   Lieut.    Comdr., 

USNRF 
Philip  V.  H.  Weems.  Lieutenant,  USN 


.John  C.  Tyler,  Lieutenant,  USN 
(\)ndie  K.  Winn,  Surgeon,  USN 
Elliot  Ranncy,  Paymaster,  USN 
Edwin  W.  Hill,  Lieut,  (jg),  USN 
Paul  Pennington.  Lieut,  (jg),  USNRF 
Robert  R.  Farnum.  Ensign,  USNRF 
John  E.  Cutchins,  Carpenter,  USN 


OFFICER  PERSONNEL 


317 


Leo  L.  Waite,  Gunner,  USN 
Claude  Gunn,  Gunner,  Ord.,  USN 
Carston  F.  Olsen,  Lieut.,  USNRF 
E.  B.  Small,  Lieutenant,  TTSNRF 
O.  F,  Schroeder,  Lieutenant,  USNRF 
Charles  J.  Conners,  Lieut,  (jg),  USNRF 
Wm.  B.  Duncan,  Ensign,  USNRF 
Alex.  H.  Twombly,  Ensign,  USNRF 
Wm.  W.  Holton,  Lieut,  (jg),  USN 
John  H.  Chase,  Lieut,  (jg),  USN 
Joseph  F.  Meade,  Lieut,  (jg),  USNRF 
Edmond  T.  Coon.  Ensign,  USN 
Henry  A.  Guba,  Ensign,  USNRF 


Penn   Gaskill   Skillern,    P.A.    Surgeon, 

USNRF 
Raymond  H.  Krepps,  Asst.  Surg.,  USN 
Max  E.  Zimmerman,  Pharm.,  USN 
Robert  G.  Rauscher,  Asst.  Paymaster, 

USNRF 
Hector  J.  Gosselin,  Pay  Clerk,  USN 
John  B.  Sloggett,  Ensign,  USNRF 
Elliot  C.  Terhune,  Ensign,  USNRF 
Kilborn  B.  Coe,  Ensign.  USNRF 
Hosea  B.  Phillips,  Ensign,  USNRF 
Harry  E.  Vercy,  Lieutenant,  USNRF 


Relief  Officers  in  Order  of  Reporting  on  Board 


Louis  A.  Babcock,  Lieutenant,  USNRF 
George  D.  Perry,  Lieutenant,  USNRF 
James  L.  McCormack,  Lieut,  (jg),  USN 
Percy  A.  Cook,  Lieut,  (jg),  USNRF 
John  E.  Leary,  Ensign,  USNRF 
Sumner  A.  Mead,  Ensign,  USNRF 
Paul  A.  Mather,  Ensign,  USNRF 
Hildreth  Meigs,  Ensign,  USNRF 
Dexter  H.  Marsh,  Ensign,  USNRF 
Louis  Lombardi,  Ensign,  USNRF 
Carl  A.  R.  Lewis,  Ensign.  USNRF 
Arthur  L.  McCobb,  Ensign,  USNRF 
Arthur  Grove,  Boatswain  (T),  USN 
S.  H.  Warner,  Ensign,  USN 
R.  G.  Waldron,  Ensign,  USN 
Wallace  Bertholf,  Commander,  USN 
Henry  V.  Cranston,  Ensign,  USNRF 
Edwin  V.  S.  Boyle,  Ensign,  USNRF 
Thomas  C.  Barnes,  Ensign,  USNRF 
Norman  J.  Patterson,  Ensign.USNWT 


William  V.  Tubby,  Ensign,  USNRF 
James  D.  Lucey,  Ensign,  USNRF 
William  H.  Clinton,  Gunner  (T)   (O), 

USN 
Fred  C.  McCormack,  Pay  Clk.,USNRF 
Charles  S.  Freeman,  Captain,  USN 
G.  O.  Olsen,  Lieut,  (jg)  (D),  USNRF 
George  W.  Riley,  Ensign  (T),  USN 
H.  H.  Roberts,  Ensign  (T),  USN 
J.  T.  Roach,  Ensign  (T),  USN 

D.  E.  Robertson,  Ensign  (T),  USN 
L.  E.  Robinson,  Ensign  (T),  USN 
Howard  Priest,  Lt.  Comdr.  (MC),  USN 
Grosbeck  F.  Walsh,  Lt.  (MC),  USNRF 

E.  J.  Shaughnessy,  Pay  Clerk,  USNRF 
A.  A.  Bigelow,  Lieutenant,  USN 

W.  H.  Beauvais,  Machinist,  USNRF 
M.  P.  Ferguson,  Machinist,  USNRF 
W.  A.  Stickney,  Machinist,  USNRF 


U.  S.  S.  PASTORES 
(Transport) 


C.  W.  Cole,  Commander,  USN 
R.  G.  Haxton,  Lieutenant,  USN 
R.  A.  Awtrey,  Lieutenant,  USN 
M.  Comstock,  Lieutenant,  USN 

D.  Cook,  Lieutenant,  USNRF 

J.  W.  Wilson,  Lieutenant,  USNRF 

E.  Rowell,  Lieutenant  (jg),  USNRF 

F.  A.  Mosher,  Lieutenant  (jg),  USNRF 
E.  P.  Shevlin,  Lieutenant  (jg),  USNRF 
M.  E.  Levy,  Lieutenant  (jg),  USNRF 
A.  W.  Bang,  Lieutenant  (jg),  USNRF 
E.  Stetter,  Lieutenant  (jg),  USNRF 
M.  Burke,  Ensign,  USN 

C.  H.  Fogg,  Ensign,  USN 

G.  N.  Maynard,  Ensign,  USNRF 
J.  M.  Burke,  Ensign,  USNRF 
W.  S.  Tulloch,  Ensign,  USNRF 


S.  Kohn,  Ensign,  USNRF 

M.  E.  Goldstone,  Ensign,  USNRF 

N.  H.  Findly,  Ensign,  USNRF 

J.  G.  Enright,  P.  A.  Surgeon,  NNV 

C.  K.  Reinke,  Asst.  Surgeon,  USN 

M.  T.  Briggs,  Asst.  Surgeon,  USNRF 

N.  S.  Trottman,  Asst.  Paymaster,  USN 

W.  M.  Rees,  Asst.  Paymaster,  USNRF 

J.  Sargeant,  Boatswain,  USN 

J.  A.  McDonough,  Carpenter,  USN 

T.  Endres,  Machinist,  USNRF 

G.  Grosch,  Machinist,  USN 

J.  Carney,  Machinist,  USNRF 

A.  F.  Reed,  Machinist,  USNRF 

F.  M.  Garaghty,  Pay  Clerk,  USN 

S.  B.  Dodson,  Pharmacist,  FNR 

L.  E.  Hough,  Pharmacist.  USN 


318     HISTORY  OF  TRAXSPORT  SERVICE 


Relief  Officers  in  Order  of  Reporting  on  Board 


G.  C.  De  Lacy,  Ensign,  USN 
Edwin  B.  Dickinson,  Ensign  (T),  USN 
George  J.  Carr,  Ensign  (T),  USN 
Grover  C.  Elder,  P.  A.  Surg.,  USNTIF 
Ralph  Schmucker,  Lieut,   (jg),   (DC), 

USNTIF 
Merlyn  G.  Cook,  Commander,  USN 
WilUam  S.  Howell,  Ensign  (T),  USN 


James  L.  Hinds,  Ensign  (T),  USN 
R.  D.  McManigal,  Jr.,  Ensign,  USNRF 
Wm.  S.  Morgan,  Lieut.  (MC),  USNRF 
Matt  Elson,  Lieut,  (jg),  USNTIF 
A.  W.  MacNichol,  Ensign,  USNTIF 
N.  J.  Halpine,  Ensign  (PC),  USNRF 
Wm.  F.  Ahrens,  Bosn.  (T),  USN 
Wm.  H.  Hughes,  Gunner  (T),  USN 


U.  S.  S.  PLATTSBURG 


(Transport) 


C.  C.  Bloch,  Commander,  USN 

W.  J.  Roberts,  Lieut.  Comdr.,  USNRF 

C.  H.  Boucher,  Lieutenant,  USN 

J.  O.  Downey,  Surgeon,  USN 

R.  E,  Dennett,  Lieutenant,  USN 

B.  S.  Gants,  Paymaster  (Asst.),  USN 
J.  C.  Taylor,  Asst.  Surgeon,  USN 

G.  C.  Cartmell,  Lieutenant,  USNRF 
W.  J.  Munroe,  Lieutenant,  USNRF 

C.  Fournier,  Lieutenant,  USNRF 
G.  S.  Mundie,  Lieutenant,  USNRF 
A.  E.  Harding,  Lieutenant,  USNRF 
E.  Mullalev,  Asst.  Surgeon,  USN 
C.  E.  Scouller,  Lieut,  (jg).  USNRF 
T.  Burgess,  Lieut,  (jg),  USNRF 

J.  C.  Meyers,  Lieut,  (jg),  USNRF 

H.  Hammond,  Lieutenant  (jg),  USNRF 

J.  R.  Spear,  Lieut,  (jg),  USNRF 

J.  M.  Handley,  Lieut,  (jg),  USNRF 

E.  Lewis,  Lieut,  (jg),  USNRF 

C.  Isgarr,  Lieut,  (jg),  USNRF 

T.  Stevenson,  Asst.  Paymaster,  USNRF 

W.  W.  Hedges,  Ensign,  USN 

P.  Dean,  Asst.  Paymaster,  USNTIF 

E.  R.  Walsh,  Ensign,  USNRF 

F.  V.  Greene,  Ensign,  USNRF 
S.  Wincapaw,  Ensign,  USNRF 


P.  E.  Perez,  Ensign,  USNRF 
W.  Jones,  Ensign,  USNRF 
C.  W.  Jackson,  Ensign,  USNTIF 
W.  Herlihy,  Ensign,  USNRF 
L.  E.  Or\-is,  Ensign,  USNRF 
C.  J.  Muhlfeld,  Ensign,  USNRF 
P.  E.  Aldrich,  Ensign,  USNRF 
K.  S.  Smith,  Ensign,  USNRF 
R.  M.  Gotham,  Ensign,  USNRF 
W.  T.  Smart,  Boatswain,  USN 
B.  L.  Wood,  Carpenter,  USN 
J.  E.  Baum,  Pharmacist  (T),  USN 

E.  J.  Hoffman,  Pay  Clerk,  USNRF 
W.  H.  Quayle,  Carpenter,  USNRF 
A.  N.  Gale,  Pay  Clerk,  USNRF 
W.  Barlow,  Carpenter,  USNRF 
W.  Neumeyer,  Gunner  (T),  USN 
W.  Freemantle,  Machinist,  USNRF 
W.  Gallup,  Machinist,  USNRF 

F.  W.  Southworth,  Asst.  Pa^nn.,  USNTIF 
John  A.  Nicol,  Carpenter  (T),  USN 

P.  F.  Kennedy,  Dental  Surgeon,  USN 
Donald  S.  Tuttle,  Ensign,  USNRF 
William  E.  Murphy,  Ensign,  USNRF 
Joseph  A.  Mc Vicar,  Ensign,  USNRF 
P>ed  B.  Smith,  Asst.  Surgeon  (T),  USN 
Benj.  C.  Britt,  Carpenter  (T),  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


T.  M.  Burke,  Lieut,  (jg),  USNRF 

W.  H.  O'Donaghue,  Lieut,  (jg),  USNRF 

R.  L.  Armstrong,  Ensign,  USNRF 

J.  F.  Bryan,  Ensign,  USNRF 

W.  B.  liarckerman.  Ensign,  USNRF 

E.  G.  Martin,  Ensign,  USNRF 

L.  R.  Madison,  Enaign,  USNRF 


H.  H.  Luedinhaus,  Ensign.  USNRF 
W.  R.  Hughes,  Ensign,  USNRF 
P.  L.  Hughes,  Ensign,  USN 
W.  J.  Hudson,  Ensign,  USNRF 
H.  L.  Hudson,  Ensign,  USNRF 
N.  Uoag,  Ensign,  USNRF 


OFFICER  PERSONNEL 


319 


U.  S.  S.  POCAHONTAS 

{Formerly  PRINCESS  IRENE) 


{Transport) 


J.  F,  Hellweg,  Commander,  USN 
Burton  H.  Green,  Lieut.  Comdr.,  USN 
James  L.  Oswald,  Lieutenant,  USN 
James  W.  Fleming,  Lieutenant,  USNRF 
Walter  P.  Raarup,  Lieut,  (jg),  USNRF 
Willis  C.  Sutherland,  Ensign,  USN 
Samuel  L.  Wartman,  Ensign,  USN 


John  H.  O'Leary,  Ensign,  USNRF 
Charles  F.  Adae,  Ensign,  USNRF 
Walter  D.  Guiney,  Ensign,  USNRF 
David  J.  Laraie,  Ensign,  USNRF 
Micajah  Boland,  Asst.  Surgeon,  USN 
Paul  A.  Clark,  P.  A.  Paymaster,  USN 
Reuben  L.  Larsen,  Asst.  Surg.,  USNRF 


Relief  Officers  in  Order  of  Reporting  on  Board 


A.  B.  Johnson,  Elec.  Gunner,  USNRF 
Frank  Steele,  Machinist,  USNRF 
Frederick  G.  Legere,  Boatswain,  USN 
W.  J.  Graham,  Gunner,  USN 
G.  D.  Barringer,  Carpenter,  USN 
G.  G.  Holton,  Asst.  Surgeon,  USNRF 
W.  C.  Gray,  Chief  Machinist,  USN 

E.  L.  Newell,  Gunner,  USN 

F.  E.  Herbert,  Pay  Clerk,  USN 
H.  B.  Fluck,  Lieutenant  (jg),  USN 
A.  W.  Hinckley,  Ensign,  USN 

H.  D.  Nuber,  Asst.  Paymaster,  USN 

E.  B.  Ericcson,  Asst.  Paymaster,  USN 
W.  R.  Thomas,  Asst.  Naval  Constr., 

USN  (T) 
W.  H.  Stuart,  Machinist  (T),  USN 

F.  C.  Lemke,  Machinist,  NNV 
W.  J.  Bisel,  Pharmacist,  USN 

D.  M.  Wood,  Commander,  USN 
W.  F.  Sellers,  Asst.  Paym..  USNRF 

E.  C.  Kalbfus,  Commander,  USN 
W.  E.  Morrison,  Lieut,  (jg),  USNRF 
J.  C.  Acvedo,  Ensign,  USNRF 

A.  W.  Dixon,  Ensign,  USNRF 
R.  L.  Koester,  Pay  Clerk,  USN 
J.  J.  McMahon,  Carpenter  (T),  USN 
R.  Agerup,  Lieutenant,  USNRF 
P.  C.  Cornelius,  Lieut,  (jg)  USNRF 
A.  F.  Foss,  Lieutenant  (jg),  USNRF 
V.  G.  Clark,  P.  A.  Surgeon,  USNRF 


E.  L.  Ackiss,  Acting  Chaplain,  USNRF 
B.  H.  Barton,  Dentist,  USNRF 

J.  D.  Eggleston,  Ensign,  USNRf 

H.  T.  Keyes,  Ensign,  USNRF 

L.  V.  Klauberg,  Ensign,  USNRF 

J.  G.  S.  Humphreys,  Ensign,  USNRF 

R.  P.  Hughes,  Ensign,  USNRF 

R.  C.  Farnham,  Ensign,  USNRF 

W.  J.  Strachan,  Ensign,  USN 

W.  J.  Carter,  Asst.  Paymaster,  USN 

B.  F.  Iden,  P.  A.  Surgeon,  USNRF 
W.  Glenn,  Asst.  Paymaster,  USNRF 
L.  E.  Bratton,  Lieut.  Comdr.,  USN 
W.  A.  Spencer,  Boatswain,  USN 

W.  L.  Saunders,  Asst.  Paym.,  USNRF 

C.  A.  Krez,  Lieutenant,  USN 

W.  W.  Jones,  Lieutenant  (MC).USNRF 
B.  F.  Andrews,  Lieut. (jg)  (MC),  USNRF 

B.  G.  Holton,  Lieut.  (MC),  USN 

F.  P.  Moore,  Machinist,  USN 

E.  Guthrie,  Lieut.  Commander,  USN 
R.  B.  Parker,  Ensign  (PC),  USNRF 
J.  O.  Jenkins,  Ensign  (T).  USN 
T.  H.  Hunter,  Ensign  (T),  USN 
W.  H.  Jones,  Ensign  (T),  USN 

C.  F.  Jacobsmeyer  Ensign  (T),  USN 
M.  P.  Hall,  Ensign  (T),  USN 

E.  G.  Metcalf,  Ensign  (T),  USN 
R.  I.  Mayorga,  Ensign  (T),  USN 


U.  S.  S.  POWHATAN 


G.  S.  Lincoln,  Commander,  USN 
W.  W.  Smyth,  Lieut.  Commander,  USN 
J.  W.  Hayward,  Lieut.  Comdr.,  USN 
R.  T.  Young,  Lieutenant,  USN 

F.  C.  McMurry,  Lieutenant,  USNRF 

G.  G.  Berwind,  Lieutenant  (jg),  USN 
F.  A.  Finch,  Lieutenant  (jg),  USN 
N.  A.  Bolin,  Lieutenant  (jg),  USN 
E.  A.  Peter,  Lieutenant  (jg),  USNRF 


(Transport) 

F.  W.  Davis,  Lieutenant  (jg),  USNRP 
T.  E.  Chapman,  Lieutenant  (jg),  USNRF 
L.  G.  Smith,  Lieutenant  (jg),  USNRF 
B.  F.  Singles,  Ensign  (T),  USN 
U.  G.  Chipman,  Ensign  (T),  USN 
H.  G.  Oliver,  Ensign  (T),  USN 
F.  J.  Murphy,  Ensign  (T),  USN 
F.  W.  Yurasko,  Ensign  (T),  USN 
E.  E.  Curtis,  P.  A.  Surgeon,  USN 


320     HISTORY  OF  TRANSPORT  SERVICE 


R.  H.  Johnson,  P.  A.  Surgeon,  USN 
W.  C.  Becker,  Asst.  Surgeon.  USN 

C.  W.  Eley,  Asst.  Surgeon,  USN 
R.  M.  Anderson,  Asst.  Paym.,  USN 
J.  W.  Sprague,  Asst.  Paymaster,  USN 
H.  W.  Crider,  Asst.  Paym.  (T),  USN 
P.  K.  Coons,  Pay  Clerk  (Act.),  USN 
W.  T.  Minnick,  Pharmacist,  USN 
W.  Collins,  Carpenter,  USN 

W.  Lovell,  Machinist,  USN 
S.  C.  Harrison,  Ensign,  USNRF 
T.  E.  Mason,  Ensign,  USNRF 
H.  W.  Waugh,  Ensign,  USNRF 
J.  A.  Ryan,  Ensign,  USNRF 
J.  O.  Callender,  Ensign,  USNRF 
T.  E.  Flaherty.  Ensign  (T),  USN 

Relief  Officers  in  Order 
J.  P.  Murdock,  Commander,  USN 
R.  A.  Gilbert,  Asst.  Surgeon,  USN 
R.  W.  Miller,  Asst.  Paymaster,  USN 
W.  P.  McNamara,  Ensign,  USNRF 
J.  A.  Flint,  Ensign,  USNRF 

D.  W.  Loomis,  Lieutenant  (jg),  USN 
F.  Falkenstein,  Lieutenant  (jg),  USN 
W.  Teeuwe,  Machinist  (T),  USN 


J.  F.  O'Brien,  Carpenter,  USN 

G.  E.  Lenski,  Chaplain,  USN 

C.  Ivins,  Machmist,  USN 

R.  Chaney,  Gunner,  USN 

N.  C.  Lovegrove,  Lieut,  (jg),  USNRF 

E.  H.  Proudfit,  Ensign,  USNRF 
W.  L.  Curry,  Ensign,  USNRF 
W.  B.  Bryant.  Ensign,  USNRF 
T.  O.  Helm,  Ensign,  USNRF 
R.  B.  Russell,  Ensign,  USNRF 

F.  L.  Healy,  Ensign.  USNRF 
E.  A.  Daus,  Asst.  Surgeon,  USN 

R.  B.  Blackwell,  Asst.  Surg.,  USNRF 
C.  B.  Somers,  Asst.  Paymaster,  USNRF 
N.  S.  Mack.  Ensign  (t),  USN 
N.  G.  McKee,  Ensign  (T),  USN 

of  Reporting  on  Board 
P.  K.  Coons,  Pay  Clerk  (Act.),  USN 

C.  Freund,  Lieutenant  (jg),  USNRF 
J.  B.  Clapp,  Ensign,  USN 

P.  S.  Mock,  Ensign  (T),  USN 

D.  F.  Wilson,  Ensign  (T),  USN 
O.  Rhode,  Boatswain,  USN 

O.  M.  Southard,  Ensign,  USNRF 
C.  F.  Bauman,  Ensign,  USNRF 


U.  S.  S.  PRESIDENT  GRANT 

{Transport) 


J.  P.  Morton,  Commander,  USN 
W.  W.  Galbraith,  Lieut.  Comdr.,  USN 
S.  S.  Brown,  Lieutenant,  USN 
H.  W.  Hosford,  Lieutenant,  USN 
Wm.  S.  Pearson,  Lieutenant,  USNRF 
R.  F.  Walter,  Lieutenant,  USNRF 

F.  E.  Coops,  Lieutenant  (jg).  USNRF 
J.  Kronholm,  Lieutenant  (jg),  USNRF 
M.  A.  Kerr,  Lieutenant  (jg).  USNRF 

G.  C.  Bartlum,  Lieutenant  (jg),  USNRF 
J.  S.  Waters,  Ensign,  USN 

N.  R.  George,  Ensign,  USN 

P.  O.  McDonough,  Ensign,  USNRF 

Relief  Officers  in  Order 
H.  F.  Jennings,  Ensign,  USNRF 
C.  Cappell,  Ensign,  USNRF 
J.  N.  Campbell,  Asst.  Paym.,  USNRF 
Paul  Buhlig,  Asst.  Paymaster,  USNRF 
R.  M.  Nctz,  Asst.  Paymaster,  USN 
E.  E.  Bell,  Asst.  Paymaster,  USN 
T.  F.  Deylin,  Act.  Pay  Clerk,  USN 
C.  T.  Flannery,  Act.  Pay  Clerk,  USN 
J.  H.  Smith,  Lieutenant,  USN 
R.  n.  Alien,  Lieut.  Comdr.,  USNRF 
A.  L.  Morgan,  Jr.,  Lieutenant,  USN 
T.  Murray,  Lieutenant,  USNRF 
I.  L.  Church,  Ensign,  USNRF 


H.  A.  May,  Surgeon,  USN 
M.  B.  Miller,  Surgeon,  USNRF 
W.  L.  Martin,  Asst.  Surgeon,  USN 
J.  R.  Allison,  Asst.  Surgeon,  USNRF 

F.  W.  Holt,  Paymaster,  USN 
Jos.  Sperl,  Boatswain,  USN 
A.  V.  Watson,  Gunner,  USN 
A.  W.  Hinman,  Gunner,  USN 
T.  T.  Emerson,  Machinist,  USN 
L.  E,  Prey,  Carpenter,  USN 

R.  C.  Rowe,  Pharmacist,  USN 
T.  M.  Smith,  Pay  Clerk,  USN 

of  Reporting  on  Board 
^V.  C.  Huck,  Ensign,  USNRF 
C.  E.  Courtney,  Commander,  USN 

G.  C.  Moses,  Commander,  USNRF 
J.  Stolan,  Lieutenant,  USNRF 

IL  M.  Roberge,  Lieutenant,  USNRF 
R.  F.  Gilley,  Lieutenant  (jg),  USNRF 
J.  I).  O'Connor.  Ensign,  USNRF 
G.  Pellegriue,  Ensign,  USNRF 
H.  D.  Van  Houten,  Ensign,  USNRF 

C.  R.  HafFendcn,  Ensign,  USNRF 
E.  B.  McElrov,  Ensign,  USNRF 
M.  Cooper,  Jr..  Ensign,  USNRF 

D.  Goldberg,  Acting  Chaplain,  USN 


OFFICER  PERSONNEL 


321 


B.  O.  Kilroy,  Acting  Pay  Clerk,  USN 

C.  F.  McKelvey,  Lieut,  (jg),  USNRF 
J.  P.  Paul,  Carpenter,  USN 

S.  P.  Vaughn,  Asst.  Paymaster,  USN 
J.  K.  Hollowell,  Pharmacist,  NNV 
H.  W.  D.  Rudd,  Ensign  (T),  USNRF 

D.  A.  Green,  Lieutenant,  USNRF 
A.  H.  Dodge,  P.  A.  Surgeon,  USN 

G.  H.  E.  Robinson,  2nd  Lieut.,  USQMC 
G.  C.  Bartlum,  Lieutenant,  USNRF 
P.  B.  Thompson,  Ensign,  USN 
W.  E.  Tarbutton,  Ensign,  USN 
J.  A.  Nelson,  Ensign,  USNRF 
J.  Montgomery,  Ensign,  USNRF 
J.  J.  Murphy,  Ensign,  USNRF 
Leonard  Opdycke,  Ensign,  USNRF 

E.  Johnson,  Ensign,  USNRF 
J.  F.  Peck,  Ensign,  USNRF 

C.  D.  Langhorne,  Surgeon,  USNRF 

F.  D.  Newbarr.  Asst,  Surgeon,  USNRF 
A.  A.  Newbarr,  Asst.  Surgeon,  USNRF 


H.  B.  Jablow,  Asst.  Surgeon,  USNRF 
L.  A.  Willard,  Dental  Surgeon,  USN 
S.  L.  Maxwell,  Acting  Chaplain,  USN 
A.  M.  Hinman,  Lieut,  (jg)  (T),  USN 
T.  T.  Emerton,  Lieut,  (jg)  (T),  USN 
J.  A.  Kerney,  Pay  Clerk,  USNRF 
J.  F.  Cremens,  Lieut,  (jg)  (MC),  USN 
W.  W.  Lightner,  Boatswain  (T),  USN 
K.  R.  Pitcher,  Gunner  (T),  USN 
Johan  Svesson,  Gunner  (T),  USN 
E.  L.  Norton,  Pay  Clerk,  USNRF 

C.  W.  Cole,  Captain,  USN 

G.  D.  Callaway.  Lieut.  (MC),  USN 
R.  D.  Sample.  Lieut.  (MC),  USNRF 
W.  B.  Kerr,  Ensign  (T),  USN 
J.  D.  Kennedy,  Ensign  (T),  USN 
G.  F.  Metz,  Ensign,  USNRF 
M.  J.  Jukich,  Ensign  (T),  USN 

D.  II.  Kane,  Ensign  (T),  USN 
L.  P.  Kane,  Ensign  (T),  USN 

E.  R.  Baker,  Pharmacist  (T),  USN 


U.  S.  S.  PRESIDENT  LINCOLN 


(Tran 

Yates  Stirling,  Jr.,  Captain,  USN 
P.  W.  Foote,  Commander,  USN 
W.  D.  Owens,  Surgeon,  USN 
J.  W.  Browning,  Paymaster,  USN 
L.  W.  Lind,  Lieutenant,  USN 
J.  B.  Odendorf,  Lieutenant,  USN 

D.  H.  Blellock,  Lieutenant,  USNRF 

E.  v.  M.  Isaacs,  Lieutenant  (jg),  USN 
J.  F.  Donahue,  Asst.  Surgeon,  USN 

J.  W.  Troxell,  Asst.  Surgeon,  USN 
E.  E.  Merrell,  Lieutenant  (ig),  USNRF 
J.  W.  Willett,  Lieutenant  (jg),  USNRF 
G.  F.  Wells,  Lieutenant  (jg),  USNRF 
I.  H.  Mettern,  Lieutenant  (jg),  USNRF 
D.  F.  Luby,  Lieutenant  (jg),  USNRF 
Edward  Baker,  Lieutenant  (jg),  USNRF 
J.  W.  Kirschner,  Lieut,  (jg),  USNRF 
Wm.  S.  Rhoades,  Asst.  Paym.,  USN 
J.  F.  Loba,  Asst.  Paymaster,  USN 

Relief  Officers  in  Order 
William  Fleming,  Lieutenant,  USNRF 
Alan  C.  Blanding,  Ensign,  USNRF 
Wesley  S.  Block,  Jr.,  Ensign,  USNRF 
Wesley  C.  Martin,  Ensign,  USNRF 
Alexander  Murray,  Jr.,  Ensign,  USNRF 
W.  C.  Manley,  Chief  Gunner,  USNRF 
A.  G.  Velton,  Lieutenant,  USNRF 
Wm.  T.  Davidson,  Dent.  Surg.,  USNRF 
J.  D.   Blackwood,  Jr.,  Asst.  Surgeon, 

USNRF 
Guy  Fish,  Asst.  Surgeon,  USNRF 


sport) 
J.  E.  Cleary,  Ensign,  USN 
William  Seach,  Ensign,  USN 
C.  E.  Briggs,  Ensign,  USN 
J.  Shottroff.  Ensign,  USN 

F.  A.  Brewer,  Ensign,  USNRF 
E.  W.  Mott,  Ensign,  NNV 

T.  V.  Corey,  Ensign,  NNV 
S.  J.  Curry.  Ensign,  USNRF 

G.  H.  Cottrell,  Ensign,  NNV 

N.  A.  Winquist,  Ensign,  USNRF 
Fred  A.  Just,  Ensign,  USNRF 
A.  W.  Matthews,  Ensign,  USNRF 
G.  B.  Kimberly,  Pay  Clerk,  USN 
J.  B.  Burke,  Pay  Clerk  (T),  USN 

E.  B.  Berkstresser,  Carpenter,  USN 
C.  E.  Snider,  Pharmacist,  USN 

P.  Troy,  Carpenter,  USNRF 
R.  C.  Jones,  Boatswain,  USNRF 
L.  H.  French,  Pharmacist,  USN 

of  Reporting  on  Board 
L.  C.  Wliiteside.  Surgeon,  USN 
Andrew  Mowat,  Asst.  Paym.,  USN 
G.  C.  Whimsett,  Chapl.  (Lt.)  (jg),  USN 

F.  B.  Mullen,  Lieutenant  (jg),  USNRF 
J.  R.  Fairbanks,  Lieutenant  (E),  USNRF 
J.  E.  Johnston,  Asst.  Paym.,  USNRF 
J.  E.  Gainard,  Ensign,  USNRF 

R.  S.  Hammond,  Ensign,  USNRF 
John  S.  Hill,  Ensign,  USNRF 
A.  L.  Arnold,  Jr.,  Asst.  Surg.,  USNRF 
Clinton  R.  Black,  Jr.,  Ensign,  USNRF 


322     HISTORY  OF  TRANSPORT  SERVICE 


U.  S.  S.  PRINCESS  MATOIKA 

{Transport) 


William  D.  Leahy,  Commander,  USN 
H.  C.  Gearing,  Jr.,  Lieut.  Comdr.,  USN 
C.  G.  Halpine,  Lieutenant,  USN 
W.  S.  Case,  Lieutenant,  USN 
L.  C.  Weith,  Lieutenant,  USNRF 
R.  H.  Quynn,  Lieutenant,  USNRF 
T.  C.  Bruce,  Lieutenant  (jg),  USNRF 
V.  E.  Anderson,  Lieut,  (jg),  USNRF 
C.  A,  Wagner,  Lieutenant  (jg),  USNRF 
I.  D.  Eby,  Lieutenant  (jg),  USNRF 
T.  P.  Kane,  Ensign,  USN 
R.  R.  Clegg,  Ensign,  USNRF 
J.  B.  Hunziker,  Ensign,  USNRF 
G.  W.  Wylie,  Ensign,  USNRF 
T.  A.  Waage,  Ensign,  USNRF 
L.  F.  Oliver,  Ensign,  USNRF 

B.  M.  Hackley,  Ensign,  USNRF 

Relief  Officers  in  Order 

C.  T.  Owens,  Commander,  USN 
F.  B.  Orr,  Lieutenant,  NNV 

H.  M.  Tickle,  Lieutenant  (jg),  USNRF 
H.  Redfield,  Asst.  Paymaster,  USNRF 
H.  N.  Lambert,  Lieutenant  (jg),  USN 
J.  W.  Farrell,  Dental  Surgeon,  USNRF 
P.  W.  O'Brien,  Machinist  (T),  USN 
W.  E.  Redfern,  Carpenter  (T),  USN 
R.  J.  Joers,  Lieutenant  (D),  USNRF 
C.  Hollinshed,  Lieut.  (D),  (jg)  USNRF 
P.  Hemdon,  Lieut.  (D),  (jg)  USNRF 
L.  A.  Gorman,  Ensign  (D),  USNRF 


J.  B.  Naugle,  Ensign,  USNRF 

B.  M.  Kendall,  Ensign,  USNRF 
J.  Hamilton,  Ensign,  USNRF 

F.  W.  S.  Dean,  Medical  Insp.,  USN 
II.  L.  Kennedy,  Asst.  Surgeon,  USN 

G.  B.  Storey,  Asst.  Surgeon,  USNRF 

D.  B.  Kirby,  Asst.  Surgeon,  USN 

P.  C.  Corning,  P.  A.  Paymaster,  USN 

C.  B.  Kitchen,  Asst,  Paymaster,  USNRF 
A.  Page,  Asst.  Paymaster,  USNRF 

G.  A.  Stevens,  Pay  Clerk,  USN 
J.  W.  Eyers,  Pay  Clerk,  USNRF 
J.  M,  Kiernan,  Carpenter,  USN 
G.  W.  Williams.  Gunner  (O),  USN 

E.  J.  McCarthy,  Gunner  (E),  USN 
C.  R.  Holmes,  Pharmacist  (T),  USN 
P.  J.  Fitzgibbons,  Machinist,  USN 

of  Reporting  on  Board 

E.  W.  Woolard,  Ensign  (D),  USNRF 
H.  L.  Fish,  Asst.  Surgeon,  USNRF 
T.  A.  Kittinger,  Commander,  USN 

J.  T.  Steward,  Ensign  (E),  USNRF 
L.  T.  Lavalley.  Ensign  (T),  USN 
W.  A.  Kingsbury,  Ensign  (T),  USN 

F.  E.  Kyle,  Ensign  (T).  USN 
W.  M.  Klein,  Ensign  (T),  USN 
T.  E.  Lake,  Ensign  (T),  USN 
H.  W.  Moss,  Ensign  (T),  USN 
J.  F.  Murphy,  Ensign  (T),  USN 

S.  F.  Strong,  Pharmacist  (T),  USN 


U.  S.  S.  PUEBLO 


(Cruiser) 


George  W.  Williams,  Captain,  USN 
Manley  H.  Simons,  Commander,  USN 
William  A.  Glassford,  Jr.,  Lieut.  Comdr. 

USN 
William  C.  Owen,  Lieutenant,  USN 
John  F.  McClain,  Lieutenant,  USN 
August  Schulze,  Lieutenant,  USN 
Oliver  H.  Ritchie,  Lieutenant,  USN 
Carlyle  Craig,  Lieutenant  (jg),  USN 
Herbert  W.  Anderson,  Lieut,  (jg),  USN 
William  Busk,  Lieutenant  (jg).  USN 
Willis  M.  Pcrcifield,  Lieut,  (jg),  USN 
Thomas  P.  Clark,  Lieut,  (jg),  USN 
Andrew  N.  Anderson,  Ensign  (T)  (B), 

USN 
Frank  E.  Nelson,  Ensign  (T)  (M),  USN 
Thomas  J.  Sullivan,  Ensign  (T)   (M), 

USN 
WilmerW. Weber,  Ensign  (T)  (M),USN 


Omar  B.  Earle,  Ensign  (T)  (G),  USN 
Jay  Smith,  Ensign  (T)  (B),  USN 
Julian  T.  Miller,  P.  A.  Surgeon,  USN 
Foster  H.  Bowman,  Asst.  Surgeon,  USN 
Emory  D.  Stanley,  Paymaster,  USN 
Harold  C.  Pierce,  Captain,  USMC 
Evert  O.  Smith,  Carpenter,  USN 
Charles  A.  Sieck,  Ac-t.  Pay  Clerk,  USN 
Harry  Bennett,  Machinist  (T),  USN 
Marvin  McCray,  Act.  Pay  Clerk  (T), 

USN 
Arthur  R.  Wallen,  Act.  Pay  Clerk  (T), 

USN 
Jesse  II.  Porth,  Act.  Pay  Clerk  (T),  USN 
Wayne  D.  Thompson,  Lieutenant  (jg), 

USNRF 
Ravmond  C.  Darrow,  Lieutenant  Og)* 

ISNRF 
Douglas  G.  Lovell.  Ensign  (T),  USN    ' 


OFFICER  PERSONNEL 


323 


James  H.  Willey,  Lieutenant,  NNV 
Frank  R.  Seaver,  Lieutenant,  NNV 
Frank  S.  M.  Harris,  Lieutenant,  NNV 
William  C.  Tooze,  Lieutenant,  NNV 
David  A.  Loebenstein,  Lieut.,  NNV 


Henry  C.  Buckle,  Lieut,  (jg),  NNV 
Ralph  J.  A.  Stern.  Ensign,  NNV 
Rudolph  T.  Haas,  Ensign,  NNV 
Alfred  A.  Marietta,  P.A.  Surgeon,  NNV 


Relief  Officers  in  Order  of  Reporting  on  Board 


A.  O.  Kolstad,  Ensign  (T),  USN 
H.  F.  McGee,  Ensign  (T),  USN 
E.  C.  Fugler.  Ensign,  USNRF 
L.  H.  Denny,  Asst.  Surgeon,  USN 
P.  A.  Caro,  Asst.  Paymaster,  USN 

C.  A.  Milliken,  2nd  Lieutenant,  USMC 
E.  R.  James,  Ensign,  USNRF 

P.  H.  Powers,  Ensign,  USNRP 

D.  B.  Flood,  Ensign.  USNRF 

R.  L.  Whitcomb,  Ensign,  USNRF 

G.  da  S.  Nunes,  1st  Lieut.  Braz.  Navy 

A.  da  F.  Costa,  1st  Lieut.  Brazil.  Navy 

A.  Vidal.  Ensign.  USNRP 

J.  M.  Hester.  Chaplain,  USNRF 
Eric  M.  Grimsley,  Ensign,  USN 
John  B.  Griggs,  Ensign,  USN 
John  A.  Cloyd,  Asst.  Surgeon,  USN 
Lewis  A.  Francis,  Asst.  Surg.  (D),  USN 
Raymond  V.  Christmas,  Pay  Clk.,  NNV 

B.  H.  Mack.  Lieutenant  (jg),  USN 
Uenjamin  Dutton,  Jr.,  Comdr.,  USN 
William  J.  Nunnallv,  Jr.,  Lieut.,  USN 
Lloyd  E.  Clifford,  Lieut,  (jg).  U«N 


William  Shear,  Carpenter,  USN 
Willie  M.  Kenyon,  Gunner,  USN 
Hiram  O.  Hartley,  Gunner,  USN 
Frank  B.  Upham,  Captain,  USN 
Frederick  L.  Ryon,  Ensign  (T),  USN 
Wm.  H.  Hopkins,  Act.  Pay  Clerk  (T), 

USN 
Frederick  J.  Collins.Machinist  (T),  USN 
John  E.  Quint,  Machinist  (T),  USN 
Wilfred  G.  Conrad,  Machinist,  USNRF 
Edgar  R.  McClung,  Lieut.  Comdr.,USN 
Richard  C.  English,  Ensign,  USNRF 
Walter  B.  Holder,  Ensign  (T),  USN 
John  A.  Mayer,  Ensign  (T),  USN 
John  R.  Matthews,  Ensign  (T),  USN 
E.  A.  Magill,  Ensign  (T),  USN 
Ralph  S.  Maugham,  Ensign  (T),  USN 
Norman  E.  Miller,  Ensign  (T),  USN 
Ransdell  Matthews,  Ensign  (T),  USN 
Francis  G.  Minor,  Ensign  (T),  USN 
S.  N.  Minor,  Ensign  (T),  USN 
William  Van  D.  Jewett,  Captain,  USMC 


U.  S.  S.  RALEIGH 

{Cruiser) 


C.  J.  Lang,  Commander,  USN 
F.  D.  Pryor,  Lieutenant,  USN 
F.  J.  Lowry,  Lieutenant  (jg),  USN 

E.  M.  Zacharias,  Lieutenant  (jg),  USN 

F.  M.  Harrison,  Asst.  Surgeon,  USN 
H.  E.  Burke.  Ensign.  USN 

G.  P.  Martin,  Ensign.  USN 


F.  S.  Gibson,  Ensign,  USN 

H.  D.  Stailey,  Ensign,  USN 

E.  D.  Gibb,  Ensign,  USN 

T.  C.  Gibbs,  Asst.  Paymaster,  USN 

R.  B.  Deming,  Chief  Pay  Clerk,  USN 

W.  EUiott,  Pay  Clerk  (t),  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


W.  E.  Glanville,  Asst.  Surgeon,  USN 
R.  S.  Maynard,  Ensign,  USNRF 
W.  H.  May,  Ensign,  USNRF 
D.  G.  Lovell,  Ensign,  USNRP 

D.  McClench,  Ensign,  USNRP 
J.  Ball,  Pay  Clerk,  (T)  USN 

C.  J.  Wacker,  Pay  Clerk  (T),  USN 

E.  G.  Ross,  Pay  Clerk  (T),  USN 
C.  C.  Stailey,  Gunner  (T),  USN 
J.  M.  Groff,  Carpenter  (T),  USN 

F.  E.  Ridgeley.  Commander,  USN 


P.  C.  Moyer,  Ensign,  USNRP 
G.  M.  Pulver,  Ensign,  USNRP 
W.  G.  Pritchard,  Ensign,  l^SNRF 
E.  Nurenberg,  Ensign,  USNRF 
L.  W.  Morgan,  Ensign,  USNRF 
J.  J.  Shipherd,  En.sign,  USNRF 

A.  O.  Siler,  Ensign,  USNRF 

B.  A.  Smith,  Ensign,  USNRP 
W.  D.  Thomas,  Lieutenant,  USN 
R.  B.  Kellogg,  Lieut,  (jg),  USNRP 


324     HISTORY  OF  TRANSPORT  SERVICE 


U.  S.  S.  RIJNDAM 

{Transport) 


J.  J.  Hannigan,  Commander,  USN 

S.  S.  Payne,  Lieut.  Commander,  USN 

W.  K.  Martin,  Lieut.  Comdr.,  USNRF 

B.  K.  Presnell,  Lieutenant,  USN 
S.  Greenlee,  Lieutenant,  USNRF 

C.  H.  T.  B.  Tisell,  Lieutenant,  USNRF 
H.  Arneson,  Lieutenant  (jg),  USNRF 
W.  J.  Carr,  Lieutenant  (jg),  USNRF 
W.  J.  Hantel,  Lieutenant  (jg),  USNRF 
P.  V.  Lane,  Lieutenant  (jg),  USNRF 
J.  H.  Nolan,  Lieutenant  (jg),  USNRF 
O.  Olsen,  Lieutenant  (jg),  USNRF 

R.  E.  Berlin,  Ensign,  USNRF 
R.  H.  S.  Booth,  Ensign,  USNRF 
C.  E.  Carter,  Ensign,  USNRF 
A.  J.  M.  Grant,  Ensign,  USNRF 
F.  J.  Kasper,  Ensign,  USNRF 
L.  R.  Loney,  Ensign,  USNRF 
A.  R.  Murray.  Ensign,  USNRF 

F.  R.  Neindorff,  Ensign,  USNRF 

Relief  Officers  in  Order 

T.  Voss,  Lieutenant,  USNRF 
Wm.  B.  Lockwood,  Ensign,  USNRF 
A.  W.  Bachman,  Ensign,  USNRF 
H.  C.  Shepheard,  Ensign,  USNRF 
H.  J.  Benzoni,  Ensign,  USNRF 
J.  P.  Wright,  Jr.,  Ensign,  USNRF 
J.  R.  Warren,  Ensign,  USNRF 
Edward  J.  Fitzgerald,   Asst.   Surgeon, 

USNRF 
Harry  F.  Horan,  Lieutenant,  USNRF 

G.  G.  Robertson,  Lieutenant,  USN 
H.  F.  Melching,  Ensign  (E),  USNRF 
C.  M.  Stevenson,  Lieut,  (jg).  USNRF 
W.  L.  Loekwood,  Ensign  (D),  USNRF 
L.  F.  Dowrie,  Ensign  (D),  USNRF 

F.  A.  Comstock,  Ensign  (D),  USNRF 
F.  R.  Koppen,  Ensign  (D),  USNRF 


W.  J.  Slattery,  Ensign,  USNRF 

E.  H.  Tinker,  Ensign,  USNRF 

William  Hardy,  Boatswain,  USN 

A.  A.  Franks,  Gunner  (T),  USN 

W.  A.  Gerdts,  Gunner  (T).  USN 

R.  C.  Pomerov,  Machinist,  USN 

A.  D.  McGillvrav,  Carpenter  (T),  USN 

P.  Troy,  Carpenter,  USNRF 

E.  A.  Vickery,  Surgeon,  USN 

W.  B.  Anderson,  Asst.  Surgeon,  USN 

W.  M.  Brunet,  Asst.  Surgeon,  USNRF 

S.  S.  Gant,  Pharmacist,  LSN 

W.  G.  Swearingen,  Asst.  Paym.,  USN 

P.  D.  Benner,  Asst.  Paymaster,  USNRF 

W.  G.  Springer,  Pay  Clerk,  USNRF 

Louis  Kloker,  Lieutenant  (jg),  USNRF 

V.  Carroll,  Pay  Clerk  (T),  USN 

A.  R.  Walsh,  Asst.  Paymaster,  USNRF 

R.  D.  Earle,  Asst.  Paymaster,  USNRF 


of  Reporting  on  Board 
R.  S.  Haley,  Ensign,  USNRF 

D.  Y.  Wemple.  Ensign,  USNRF 
M.  F.  Walsh,  Ensign,  USNRF 

T.  J.  Van  Tmsk,  Ensign,  USNRF 

R.  C.  Ziegler,  Ensign,  USNRF 

G.  E.  Seaman,  Ensign  (E),  USNRF 

L.  T.  Hopkins,  Asst.  Surgeon,  USN 

F.  M.  Conrad,  Asst.  Paymaster,  USN 

Edward  Fief,  Ensign,  USNRF 

S.  B.  Sawtelle,  Ensign,  USNRF 

J.  S.  Salom,  Ensign,  USNRF 

C.  R.  Sanders,  Ensign,  USNRF 

E.  W.  Roemer,  Ensign,  USNRF 
L.  S.  Walsh,  Ensign,  USNRF 
Allen  S.  Noyes,  Ensign,  USNRF 
James  Rolchford,  Gunner  (T).  USN 
J.  R.  Coffey.  Lieut,  (jg),  USNRF 


U.  S.  S.  ROCHESTER 


(Cruiser) 


A.  W.  Hinds,  Captain.  USN 

H.  O.  Roesch,  Lieutenant,  USN 

C.  S.  Graves,  Lieutenant,  USN 

J.  James,  Lieutenant,  USN 

R.  H.  Wakeman,  Lieutenant,  USN 

J.  G.  Moyer,  Lieutenant,  USN 

W.  E.  McNelly,  Lieutenant  (jg).  NNV 

A.  H.  Hawley.  Ensign  (T),  USN 

C.  R.  Doll,  Ensign  (T).  ^JSN 

O.  E.  Reh,  Ensign  (T),  USN 

S.  V.  Dunham.  Pay  Clerk,  USN 


A.  F.  Benzon,  Ensign  (T),  I^SN 

R.  M.  Munson,  Carpenter,  USN 

A.  J.  Geiger,  Surgeon,  USN 

L.  J.  Wolf,  P.  A.  Surgeon,  USN 

A.  L.  Hodgson,  Ensign.  NNV 

G.  R.  Snider,  Ensign,  NNV 

J.  H.  Colhoun,  P.  A.  Paymaster,  USN 

R.  S.  Hatch,  Lieutenant  (jg),  USN 

H.  S.  Jones,  Lieutenant  (jg).  USN 

E.  J.  Hodgdon,  Lieutenant  (jg),  USN 

E.  H.  Price,  Ensign,  USN 


OFFICER  PERSONNEL 


325 


R.  P.  Gray,  Machinist  (T),  USN 
G.  B.  Crow,  P.  A.  Surgeon,  USNRF 
L.  H.  Larson,  Carpenter,  USNRF 
C.  H.  Gordon,  Gunner  (E)  (T),  USN 
W.  P.  Boardman,  Machinist  (T),  USN 

Relief  Officers  in  Order 
S.  W.  Burton,  Ensign  (T),  USN 
K.  A.  Diechman,  Lieut,  (jg),  USNRF 

C.  C.  MacDougall,  Act.  Pay  Clerk  (T), 
USN 

A.  D.  Holland,  Boatswain  (T),  USN 
T.  D.  Shepherd,  Ensign,  USNRF 

E.  M.  Jaeger,  Ensign,  USNRF 
N.  L.  Fortin,  Ensign,  USNRF 

F.  K.  Williams,  Lieut,  (jg),  USNRF 
W.  E.  Holland,  Lieut,  (jg),  USNRF 
R.  S.  Elder,  Ensign,  USNRF 

J.  J.  Fitzgerald,  Ensign,  USNRF 
J.  R.  Tobin,  Ensign,  USNRF 

G.  W.  Ayer,  Ensign  (T),  USNRF 

W.  E.  Scott,  Asst.  Paymaster,  USNRF 

J.  N.  Saul.  Machinist,  USN 

F.  C.  Sammons,  Ensign,  USNRF 

H.  Shortall,  Ensign,  USNRF 

S.  Parrish,  Gunner,  USN 

E.  C.  Sorenson,  Pay  Clerk  USN 

D.  C.  King,  Ensign,  USN 
J.  E.  Kiernan,  Ensign,  USN 

H.  V.  Cornett,  Asst.  Surgeon,  USN 

F.  K,  Williams,  Lieutenant  (jg),  USN 
A.  W.  Robins,  Pay  Clerk,  USNRF 


A.  J.  McDaniel,  Act.  Pay  Clk.  (T),  USN 

C.  W.  Jordan,  Machinist  (T),  USN 
G.  F.  Murphy,  Asst.  Chaplain,  USN 

F.  C.  Vossbeck,  Dental  Surgeon,  USN 
S.  L.  Scott,  Asst.  Surgeon,  USN 

of  Re-porting  on  Board 
H.  H.  Eliassen,  Boatswain  (T),  USN 
J.  N.  Smith,  Boatswain  (T),  USN 
Frederick  Kidstrom,  Bosn.,  U'SNRF 
James  C.  Acford,  Mach.  (T),  USNRF 
R.  D.  MacMurdy,  Ensign.  TSNRF 
E.  A.  Jordan,  Ensign,  USNRF 
R.  G.  Megargel,  Ensign,  USNRF 

G.  R.  Paradise,  Ensign  (T),  USN 
H.  N.  Paradise,  Ensign  (T),  USN 
R.  C.  Mould,  Ensign  (T),  USN 
J.  R.  Morton,  Ensign  (T),  USN 
S.  H.  Oviatt,  Ensign  (T),  USN 

R.  J.  Mailhouse,  Ensign  (T),  USN 

E.  H.  Lewis,  Ensign  (T),  USN 

A.  W.  O'Connell,  Ensign  (T),  USN 

D.  G.  O'Connor,  Ensign  (T),  USN 
A.  S.  Reid,  Pay  Clerk,  USN 

E.  T.  Constien,  Captain,  USN 
H.  R.  Partridge,  Ensign,  USN 

C.  N.  Carver,  Lieut,  (jg),  USNRF 
Paul  Burt  (Chapl.),  Lieut,  (jg),  USN 
E.  C.  Pundt,  Gunner  (T)  (O),  USN 
C.  H.  Truellinger,  Carpenter  (T),  USN 
W.  P.  Boardman,  Ensign  (M),  USN 


U.  S.  S.  ST.  LOUIS 


(Cruiser) 


M.  E.  Trench,  Commander,  USN 

G.  Whitlock,  Lieut.  Commander,  USN 

R.  L.  Stover  Lieutenant  USN 

F.  A.  L.  Vossler  Lieutenant,  USN 
S.  W.  King,  Lieutenant  (jg),  USN 
R.  A.  Hall,  Lieutenant  (jg),  USN 
W.  E.  Cheadle,  Lieutenant  O'g).  USN 
J.  P.  Brown,  Ensign,  USN 

M.  W.  Powers.  Ensign,  USN 

R.  W.  Clark,  Ensign,  USN 

W.  D.  Austin,  Ensign,  USN 

C.  N.  Fiske,  Surgeon,  USN 

R.  B.  Lupton,  Paymaster  (Ret.),  USN 

C.  R.  Sies,  Asst,  Paymaster  (T),  USN 

E.  E.  Carr,  Asst.  Surgeon,  USN 

J.  V.  McAlpine,  Dental  Surgeon,  USN 

H.  W.  Lyon,  Lieutenant  (jg),  USNRF 

R.  W.  Clark,  Lieutenant,  NNV 

G.  E.  Link,  Lieutenant,  NNV 

J.  L.  Armstrong,  Lieutenant,  NNV 
N.  Taylor,  Lieutenant,  NNV 


J.  A.  McKeown,  Lieutenant  (jg),  NNV 
C.  W.  Wright,  Lieutenant  (jg),  NNV 
H.  K.  Koebig,  Lieutenant  (jg),  NNV 
H.  L.  Killer,  Ensign,  NNV 
M.  J.  Hageman,  Ensign,  NNV 
H.  S.  Ryerson,  Ensign,  NNV 
H.  W.  Engel,  Ensign,  NNV 
S.  W.  Tav,  Ensign,  NNV 

F.  C.  Wisker.  Ensign  (T),  USN 
C.  Dunne,  Ensign  (T),  USN 

S.  E.  Guild,  Jr.,  Ensign,  USNRF 

G.  S.  Silsbee,  Ensign,  USNRF 
W.  F.  Olson,  Ensign,  USNRF 
J.  L.  Rothery,  Ensign,  USNRF 
L.  E.  Burwell,  Ensign,  USNRF 
H.  G.  Millington,  Ensign,  USNRF 
E.  T,  Hammond,  Boatswain,  USN 
E.  L.  Newell,  Gunner,  USN 

G.  Growney,  Chief  Machinist,  USN 
E.  V.  Hand,  Machinist,  USN 
R.  J.  Leahy,  Carpenter,  USN 


3£6     HISTORY  OF  TRANSPORT  SERVICE 


Relief  Officers  in  Order  of  Reporting  on  Board 


L.  D.  Webb,  Gunner,  USN 

N.  King,  Asst.  Surgeon,  USN 

L.  Mclntyre,  Boatswain  (T),  USN 

W.  T.  Meyer,  Gunner  (T),  USN 

W.  Evans,  Captain,  USN 

W.  W.  Edel,  Chaplain  (Acting),  USN 

J.  Q.  Adams.  Captain,  USMC 

D.  R.  Fox,  1st  Lieutenant,  USMC 
L.  F.  Basse,  Machinist,  USN 

E.  P.  Nolan,  Ensign,  USNRF 
C.  E.  Kieser,  Ensign,  USNRF 
O.  P.  Shattuck,  Ensign,  USN 

F.  H.  Wight,  Ensign,  USNRF 

C.  K.  Smyth,  Act.  Pay  Clerk,  USN 
L.  E.  Clifford,  Lieutenant  (jg),  USN 
E.  C.  Jackson,  Ensign,  USN 

J.  P.  Burlingham,  Ensign,  USN 

V.  C.  Bixby,  Ensign,  USN 

V.  P.  Kaercher,  Ensign,  USN 

J.  F.  Robbins,  Lieutenant  (jg),  USNRF 

L.  Stock,  Jr.,  Ensign,  USNRF 

A.  C.  Stevens,  Ensign,  USNRF 

D.  M.  Taylor.  Ensign,  USNRF 

L.  C.  De  Veaux,  2nd  Lieutenant,  USMC 
C.  A.  Morton.  Pay  Clerk,  USNRF 
M.  L.  Weissberger.  Dental  Surg.,  USN 
C.  C.  Rounds.  Ensign  (NE).  USN 


S.  E.  Guild.  Jr..  Ensign,  USNRF 
F.  A.  Dixon,  Ensign,  USNRF 

E.  D.  Kern,  Midshipman,  USN 
D.  Kiefer,  Midshipman,  USN 
Amon  Bronson,  Captain,  USN 
C.  J.  Culbert,  Ensign,  USNRF 
R.  G.  Warren,  Ensign,  USNRF 
R.  L.  Williams,  Ensign,  USNRF 

F.  S.  Woodruff,  Ensign,  USNRF 

G.  S.  Lincoln,  Captain,  USN 

F.  G.  Kutz,  Lieutenant,  USN 
J.  J.  Shipley,  Ensign,  USNRF 
J.  D.  Ryall.  Ensign,  USNRF 

R.  T.  Bookmyer,  Ensign,  USNRF 
S.  A.  Fuqua,  Lieutenant  (MC),  USN 
J.  A.  Poulter,  Captain,  USMC 

G.  S.  Silsbee,  Lieutenant  (jg),  USNRF 
J.  L.  Taylor,  Ensign,  USN 

T.  J.  Taylor,  Ensign,  USN 

A.  J.  Storm,  Ensign,  USN 

T.  H.  Snyder,  Ensign,  USN 

J.  K.  Stevenson,  Ensign,  USN 

H.  E.  Small,  Ensign,  USNRF 

H.  F.  Parks,  Ensign,  USNRF 

S.  L.  Oliver,  Ensign,  USN 

T.  Nelson,  Lieut.  Commander,  USNRF 


U.  S.  S.  ST.  PAUL 
(Transport) 


J.  J.  Hyland,  Commander,  USN 
J.  H.  Conyne,  Lieutenant,  USN 
N.  O.  Wynkoop,  Lieutenant,  USN 
J.  C.  Walle,  Lieutenant  (jg),  USNRF 
C.  Keenan,  Ensign  (T),  USN 
J.  J.  McCarey,  P.  A.  Surgeon,  NNV 


B.  R.  Lyon,  Asst.  Surgeon,  USN 
A.  F.  Jeffrey,  'Boatswain  (T),  USN 
J.  Bona,  Gunner  (T),  USN 
J.  C.  Stephenson,  Gunner  (T),  USN 
W.  G.  Mclntyre,  Carpenter  (T),  USN 
A.  L.  Crowder,  Pharmacist  (T),  USN 


U.  S.  S.  SAN  DIEGO 


(Cruiser) 


H.  H.  Christy,  Captain,  USN 

C.  B.  Price,  Commander,  USN 

R.  C.  McFall.  Lieut.  Commander,  USN 

J.  S.  McCain,  Lieutenant,  USN 

R.  R.  Zivnuska,  P.  A.  Paymaster,  USN 

R.  J.  Carstarphen,  Lieutenant,  USN 

C.  E.  Hoard,  Lieutenant  (jg),  USN 

F.  G.  Kutz.  Ensign,  USN 

F.  S.  Irby.  I^nsign.  USN 

A.  G.  Reaves,  Ensign,  USN 

P.  F.  Shortridge,  Ensign.  USN 

W.  R.  Buchner,  Ensign,  USN 

J.  C.  CoUms,  Ensign.  USN 


W.  Henderson.  Ensign.  USNRF 

D.  M.  Stewart,  Lieut.  Comdr.,  NNV 

A.  B.  Adams,  Lieutenant,  NNV 

C.  T.  Wallace.  P.  A.  Surgeon,  NNV 

L  W.  Parson,  Asst.  Surgeon,  NNV 

H.  W.  Lewis,  Lieutenant,  USNRF 

T.  A.  Stetson,  Lieutenant  (jg),  USNRF 

W.  H.  Melseme,  Lieut,  (jg),  USNRF 

C.  M.  Johnston,  Boatswain.  USNRF 

J.  C.  Short,  Chaplain,  USNIIF 

C.  H.  Uznay,  Ensign,  USNRF 

K.  E.  Hintze,  Lieutenant  (jg),  USNRF 

C.  E.  Kuter,  Ensign,  USNRF 


OFFICER  PERSONNEL 


327 


H.  H.  Searles,  Asst.  Surgeon,  USNRF 

D.  W.  Loomis,  Ensign,  USNRF 

J,  D.  Murray,  Ensign,  USNRF 

R.  D.  Joldcrsma,  Asst.  Surg.,  USNRF 

G.  A.  Browne,  Lieutenant,  NNV 

A.  C.  Kidd,  Ensign,  USN 

G.  A.  Beall,  Lieutenant,  USN 

R.  C.  Jones,  Lieutenant,  USNRF 

Relief  Officers  in  Order 

G.  S.  Gillispie,  Lieutenant  (jg),  USN 

S.  M.  Akerstrom,  Dental  Surgeon,  USN 

L.  R.  Holm,  Ensign,  NNV 

D,  Easdale,  Carpenter,  USN 

A.  Henderson,  Boatswain  (T),  USN 

J.  B.  Cadenbach,  Boatswain  (T),  USN 

J.  P.  Hildman,  Gunner  (T),  USN 

J.  B.  Dofflemeyer,  Gunner  (T),  USNRF 

D.  J.  Burke,  Gunner  (T),  USNRF 

W.  A.  Zellar,  Machinist  (T),  USN 

F,  B.  Devlin,  Ensign,  NNV 

G.  Watts,  Captain,  USMC 
D.  Kenyon,  Ensign,  USMC 

V.  G.  Greiff.  Lieutenant  (jg),  USNRF 
G.  Bradford,  Lieut.  Commander,  USN 
J.  H.  Russell.  Ensign  (T),  USN 
A.  V.  Jannotta,  Ensign  (T),  USN 
R.  F.  Sheehan,  P.  A.  Surgeon,  USN 
G.  F.  Adams,  Captain,  USN 
G.  W.  ReiLle,  Ensign,  USNRF 
T.  P.  Lovelace,  Lieutenant  (jg),  USNRF 
V.  E.  Harkness,  Lieutenant  (jg),  USNRF 
W.  B.  Cowan,  Ensign,  USNRF 


B.  G.  Barthalow,  Lieut.  Comdr.,  USN 
E.  O.  J.  Eytinge,  P.A.  Surgeon,  USN 
L.  L.  Babbitt,  Lieutenant  (jg),  USN 
S.  G.  Meyer,  Gunner,  USN 

D.  J.  Burke,  Gunner  (Radio),  USN 
J.  D.  Gagan,  Pay  Clerk,  USN 
R.  J.  Monteith,  Pay  Clerk,  USN 

of  Reporting  on  Board 

J.  B.  Dewar,  Ensign,  USNRF 
V.  W.  Hickman,  Ensign,  USNRF 
W.  Knight,  Ensign,  USNRF 
J.  B.  Malone,  Ensign,  USNRF 
R.  B.  McCauley,  Ensign,  USNRF 
A.  H.  Gerbig,  Act.  Pay  Clerk,  USN 
J.  J.  Lucas.  Ensign  (T)  (G),  USN 
H.  C.  Petterson,  Asst.  Surgeon,  USN 

C.  E.  Egeler,  Lieutenant  (jg),  USNRF 

D.  A.  Owens,  Captain,  USN  , 
H.  C.  Hemingway,  2nd  Lieut.,  USCG 

C.  J.  Bright,  Lieutenant,  USN 

D.  Holbrook,  Ensign,  USNRF 
P.  G.  Kent,  Ensign,  USNRF 
W.  J.  Murray,  Ensign.  USNRF 
J.  P.  O'Riorden,  Ensign,  USNRF 
C.  O.  Osborne,  Ensign,  USNRF 
C.  E.  Peters,  Ensign,  USNRF 

C.  H.  Seils,  Ensign,  USNRF 
J.  Stewart,  Jr.,  Ensign,  USNRF 
H.  H.  Taylor,  Ensign,  USNRF 
H.  D.  Whitcomb,  Ensign,  USNRF 


U.  S.  S.  SEATTLE 
Flagship  of  Vice  Admiral  Albert  Gleaves,  USN 


{Cruiser) 


De  Witt  Blamer,  Captain,  USN 
R.  Drace  White,  Lieut.  Comdr.,  USN 
Austin  S.  Kibbee,  Lieut.  Comdr.,  USN 
Charles  C.  Gill,  Lieutenant,  USN 
Philip  H.  Hammond,  Lieutenant,  USN 
Henry  E.  Parsons,  Lieutenant,  USN 
John  L.  Callan,  Lieutenant,  USNRF 
Robertson  J.  Weeks,  Lieut,  (jg),  USN 
William  H.  Burtis,  Lieut,  (jg),  USN 
L.  Lee  Babbitt,  Lieut.  O'g),  USN 
Robert  M.  Farrar,  Ensign,  USN 
George  H.  Keller,  Ensign,  USN 
Frank  L.  Worden,  Ensign,  USN 
Thomas  L.  Hendley,  Ensign,  USN 
John  H.  Forshew,  Ensign,  USN 
James  P.  Conover,  Ensign,  USN 
Constantine  N.  Perkins,  Ensign,  USN 
Chester  M.  Holton,  Ensign,  USN 


Robert  A.  Haynie,  Ensign,  NNV 
Alfred  L.  Clifton,  P.A.  Surgeon,  USN 
Philip  J.  Murphy.  Asst.  Surg..  USNRF 
Alonzo  G.  Hearne,  P.  A.  Paym.,  USN 
Richard  H.  Tebbs,  Jr.,  Captain.  USMC 
August  Wohltman,  Chief  Bosn.,  USN 
Joseph  M.  Gately,  Gunner  (Ord.),  USN 
Thomas  Flynn,  Gunner  (Elec),  USN 
Arthur  Boquett,  Gunner  (Radio),  USN 
William  W.  Holton,  Machinist,  USN 
John  A.  Silva,  Machinist,  USN 
Abram  A.  Broughton,  Machinist,  USN 
Goldsboro  Sessions,  Carpenter,  USN 
Clarence  A.  Miley,  Pay  Clerk,  USN 
Charles  W.  Pearles,  Gunner  (El.),  USN 
Frank  S.  Miller,  Gunner  (Radio),  USN 
Harold  R.  Lehmann,  Act.  Pay  Clk,  USN 


328     HISTORY  OF  TRANSPORT  SERVICE 


Relief  Officers  in  Order 

Joseph  Baer,  Lieutenant,  USN 
Andrew  McCreey,  Ensign,  USXRF 
John  Black,  Ensign,  USXRF 
John  W.  Collier,  Boatswain,  USN 
Ewell  K.  Jett,  Gunner  (Radio),  USN 
Homer  H.  Simons,  Gunner  (Elec.)USN 
G.  Irwin  Kohlmeir,  Dental  Surg.,  USN 
C.  Maple,  Asst.  Pavmaster,  USXRF 
Edward  H.  Sparkman,  P.A.  Surg.,  NNV 
L.  F.  Randall,  Act.  Pay  Clerk,  USN 
John  S,  Waters,  Lieut,  (jg),  USN 
De  Courcy  Fales,  Ensign,  XXV 
J.  Sherlock  Archibald,  Ensign,  NNV 
Carl  S.  Ziesel,  Dental  Surgeon,  USN 
John  S.  Putnam,  Act.  Chaplain,  USN 
L.  Clowney,  Ensign,  NNV 
C.  R.  Jacobson,  Ensign,  NNV 
L.  H.  Van  Syckle,  Ensign,  NNV 
H.  Duggan,  Asst.  Surgeon,  USNRF 
Francis  H.  Stone,  Ensign,  USNRF 
William  H.  Long,  Ensign,  USXRF 
Walcott  Blair.  Ensign,  USXRF 
Edward  H.  Wardell,  Ensign,  USXRF 
Robert  C.  Huneke,  Boatswain,  USX 
Spencer  Xlckols,  Ensign,  X"XV 
Duncan  P.  Howser,  Ensign,  USNRF 
Nelson  J.  Leonard,  Lieutenant,  USN 
Butler  Y.  Rhodes,  Lieut.  Comdr.,  USN 
FrederickA.  Savage,  Lieut.  Comdr.,  USN 
Alfred  E.  Stulb,  Ensign  (T),  USN 
Harry  W.  Hosford,  Lieutenant,  USN 
Ralph  S.  Rankin,  Lieut,  (jg),  USNRF 


of  Reporting  on  Board 

F.  H.  Geer,  Ensign,  USNRF 

W.  K.  Stevenson,  Boatswain  (T),  USN 
J.  R.  Y.  Blakely,  Captain,  USN 
E.  H.  Friedman,  Ensign,  USN 
Dean  D.  Francis,  Ensign,  USN 
R.  F.  Taylor,  Pay  Clerk,  USNRF 
Jesse  B.  Oldendorf,  Lieutenant,  USN 
H.  L.  Willoughby,  Jr.  (jg),  USXRF 
Howard  F.  Devlin,  Ensign,  USXRF 
John  F.  Sheldon,  Ensign,  USXRF 
Joseph  W.  Rixey,  Ensign,  USNRF 
Henty  A.  Williams,  Ensign,  USNRF 
Hammond  C.  Bowman,  Ensign,  USNRF 
Jesse  J.  Borschman,  Cadet,  USNRF 
Lucius  W.  Smith,  Cadet,  USNRF 
Liudsley  F.  Kimball,  Cadet,  USNRF 
William  L.  Culbertson,  Comdr.,  USN 
Elbert  C.  Isom,  Ensign,  USNRF 
John  S.  Waterman,  Jr.,  Ensign,  USNRF 
Melvin  L.  Southwick,  Ensign,  USXRF 
Arthur  E.  Xavlet,  Ensign,  USXRF 
Eric  G.  Hoylman,  Dental  Surg.,  USN 
Louis  F.  Peifer,  2nd  Lieutenant,  USMC 
Charles  Maiden,  Machinist  (T),  USN 
Dion  W.  Taylor,  Carpenter,  USN 
Henry  M.  Cowardin,  Ensign,  USNRF 
John  Gordon,  Gunner  (T),  USN 
John  Costello,  Gunner  (T),  USN 
Ralph  U.  Clark,  Gunner  (T),  USN 
Albert  J.  Claussen,  Machinist  (T),  USN 
Stewart  L.  Johnson,  Mach.  (T),  USN 

G.  V.  Vail,  Lieut,  (jg)  (DC),  USNRF 


U.  S.  S.  SIALIA 
Flagship  of  Rear- Admiral  H.  P.  Jones,  USN 


Samuel  W.  King,  Lieutenant,  USN 
W.  Charles  M.  Clark,  Lieut,  (jg),  NNV 
George  S.  Silsbee,  Ensign,  USXRF 


Charles  F.  Fretz,  Ensign,  USNRF 
Roy  T.  Bookmeyer,  Ensign,  USNRF 
Worth  B.  Beacham,  Ensign,  USNRF 


Relief  Officers  in  Order  of  Reporting  on  Board 


W.  F.  Burruss,  Ensign,  USNRF 
Ray  W.  Clark,  Lieutenant,  USNRF 
W.  H.  Theisen,  Gunner  (R),  USN 


O.  P.  Shattuck,  Lieutenant  (jg),  USN 
P.  D.  Reynolds,  Ensign,  USNRF 


U.  S.  S.  SIBONEY 
( Transport) 


A.  T.  Graham,  Commander,  USN 

IL  C.  Train,  Lieut.  Commander,  USN 

E.  P.  A.  Simpson,  Lieutenant,  USN 

N.  Withers,  Lieutenant,  USN 

C.  W.  Henckler,  Ensign  (T),  USN 

T.  (t.  Summers,  Asst.  Surgeon,  USN 

C.  R.  Murray,  Asst.  Paymaster,  USN 


W.  H.  Misch,  Pay  Clerk,  USN 

A.  F.  Goodrich,  Boatswain,  U'SN 

H.  M.  Scidschlag  Gunner  (Ord.),  USN 

J.  IL  Conroy,  Machinist,  USN 

J.  C'.  Kreiger,  Machinist,  USN 

O.  E.  Whilden,  Machinist,  USN 

M.  W.  Jones,  Carpenter,  USN 


OFFICER  PERSONNEL 


329 


O.  D.  Sipe,  Pharmacist,  USN 

C.  E.  Kreml,  Pharmacist,  USN 

A.  J.  Murietta,  P.A.  Surgeon,  NN  ' 

W.  T.  Burgess,  Ensign,  NNV 

J.  D.  McLeod,  Lieutenant,  USNRF 

A.  Daunt,  Lieutenant  (jg),  USNRF 

G.  R.  Griffith,  Lieutenant  (jg).  USNRF 

J.  Roth,  Ensign,  USNRF 

C.  C.  Fales,  Ensign,  USNRF 

C.  Castelloe,  Asst.  Surgeon,  USNRF 

H.  A.  McKay,  Lieutenant  (jg),  USNRF 

M.  R.  Coward,  Ensign,  USNRF 

J.  J.  Finnegan,  Ensign,  USNRF 


J.  I.  Eckford,  Asst.  Paymaster,  USNRF 

R.  A.  La  Bine,  Asst.  Surgeon,  USNRF . 

W.  N.  Updegraff.  Ensign,  USN 

G.  T.  Palmer,  Ensign.  USNRF 

T.  E.  D.  Veeder,  Jr.,  Ensign,  USN 

M.  H.  Pingree,  Ensign,  USNRF 

F.  H.  Preti,  Ensign,  USNRF 

T.  A.  Printon.  Ensign,  USNRF 

A.  L.  Robinson,  Ensign,  USNRF 

W.  J.  Roberts,  Ensign,  USNRF 

T.  J.  Reynolds,  Ensign,  USNRF 

M.  Y.  Parker,  Ensign,  USNRF 


Relief  Officers  in  Order  of  Reporting  on  Board 


R.  Morris,  Commander,  USN 
W.  F.  Besse,  Lieutenant.  USNRF 
R.  B.  Sawyer,  Lieutenant,  USNRF 
J.  Gibbons.  Lieutenant  (jg),  USNRF 
C.  Reimann,  Gunner  (O),  USN 
P.  B.  Marzoni,  Lieutenant,  USNRF 
W.  S.  Gable,  Ensign,  USNRF 
Jos.  A.  O'Donnell,  Chf.  Gunner,  USNRF 
G.  B.  Martinson,  Boatswain,  USN 
J.  A.  A.  Somblom,  Boatswain,  USN 
W.  H.  Sheffield,  Ensign  (T),  USN 
H.  D.  Scott,  Ensign  (T).  USN 
R.  G.  Seger,  Ensign  (T),  USN 
C.  S.  Williams,  Lieutenant,  USNRF 
John   D.    Kennedy,    Ensign,    USNRF 
(Temporary  duty) 


Martin  J.  Jukich,  Ensign,  USNRF 
(Temporary  duty) 

L.  P.  Kane,  Ensign,  USNRF  (Tempo- 
rary duty) 

H.  F.  Parks,  Ensign,  USNRF  (Tempo- 
rary duty) 

H.  A.  Seran,  Lieut.  Comdr..  USNRF 

G.  E.  Robertson,  Ensign,  USNRF 

F.  M.  Scribner,  Ensign  (T),  USN 

S.  L.  Jeffrey,  Lieutenant  (MC),  USNRF 
J.  N.  Mosher,  Machinist,  USNRF 
H.  B.  Delcamp,  Machinist,  USNRF 

G.  V.  Smith,  Machinist,  USNRF 

L.  H.  Lancaster,  Machinist,  USNRF 
Franklin  G.  Wright,  Lieut.,  USNRF 
George  W.  Calbeck,  Ensign,  USNRF 


U.  S.  S.  SIERRA 

{Transport) 


J.  D.  Willson,  Commander,  USN 
L.  S.  Stewart,  Lieut.  Comdr.,  LISN 
A.  E.  Younie,  Lieut.  Comdr.  (MC),  USN 
F.  M.  Cook,  Lieutenant,  USNRF 
C.  H.  Hurley,  Lieutenant,  USNRF 
C.  T.  Anderson,  Lieut,  (jg),  USNRF 
S.  N.  Blossom,  Lieutenant  (jg),  USNRF 
C.  D.  Draper,  Lieutenant  (jg),  USNRF 
J.  W.  Dunn,  Lieutenant  (jg),  USNRF 
F.  S.  Durden,  Lieutenant  (jg),  USNRF 
C.  C.  Makin,  Lieutenant  (jg),  USNRF 
W.  M.  Mullin,  Lieutenant  (jg),  USNRF 
J.  W.  Rowe,  Lieutenant  (jg),  USNRF 
C.  A.  Wood,  Ensign  (T),  USN 
M.  H.  Abells,  Ensign,  USNRF 
W.  Dickey,  Ensign,  USNRF 
A.  HaU,  Ensign,  USNRF 


H.  E.  La  Mertha,  Ensign,  USNRF 
J.  Metcalf,  Ensign,  USNRF 

F.  L.  Fichard,  Ensign,  USNRF 
H.  E.  Scott,  Ensign,  USNRF 

M.  M.  Braff,  Lieutenant  (MC),  USN 
W.  A.  Bacon,  Lieutenant  (MC).  USN 

G.  Rembert,  Lieutenant  (PC),  USN 
M.  Tuthill,  Ensign  (PC),  USNRF 
M.  Ballord,  Gunner  (T),  USN 

P.  H.  Scribante,  Bosn.  (T),  USN 
L.  C.  Wishard,  Gunner  (T),  USN 

E.  J.  Beynton,  Gunner,  USNRF 
R.  C.  Hiby,  Machinist,  USNRF 

F.  H.  Thames,  Carpenter  (T).  USN 
T.  E.  Wiggins,  Pharmacist  (T).  USN 
W.  O.  Wood,  Act.  Pay  Clerk  (T),  USN 


330     HISTORY  OF  TRANSPORT  SERVICE 


U.  S.  S.  SOUTH  DAKOTA 


(Cruiser) 


Lucius  A.  Bostwick,  Captain,  USN 
Merlj-n  G.  Cook,  Lieut.  Comdr.,  USN 
Lindsay  H.  Lacy,  Lieut.  Comdr.,  USN 
George  H.  Blair,  Lieut.  Comdr.,  NNV 
Edmund  D.  Almy,  Lieutenant,  USN 
Herbert  A.  Jones,  Lieutenant,  USN 
Tracy  L.  McCauley,  Lieutenant,  USN 
Wedell  Foss,  Lieutenant,  NNV 
George  H.  Jett,  Lieutenant,  NNV 
Harold  P.  Parmelee,  Lieut,  (jg),  USN 
William  A.  Corn,  Lieut,  (jg),  USN 
Frank  P.  Thomas,  Lieut,  (jg),  USN 
Julius  M.  Moss,  Lieut,  (jg),  USN 
F.  R.  Dodge,  Ensign,  NNV 
Frederick  L.  Douthit,  Ensign,  USN 
Jack  S.  Phillips,  Ensign,  USN 
W.  K.  Phillips  (on  leave).  Ensign,  USN 
Edw.  H.  LeTourneau,  Ensign,  NNV 
Henry  R.  Wakeman  (EDO),  Ensign, 

NNV 
Russell  A.  Mackey,  Ensign,  NNV 
Wm.  R.  McAdam,  Ensign,  NNV 
Ernest  C.  May,  Ensign,  USNRF 

Relief  Officers  in  Order 
Archibald  Young,  Captain,  USMC 
Milton  W.  Vedder,  2nd  Lieut.,  USMC 
Geo.  F.  Kelly,  Asst.  Surgeon,  USNRF 
Clarence  B.  Archer,  Act.  Pay  Clk.,  USN 
Guy  E.  Thornton,  Gunner  (T),  USN 
Charles  H.  Gillilan,  Pay  Clk.  (T).  USN 
Donald  Butter,  Lieutenant  (jg),  USN 
W.  T.  Dabney,  Lieutenant  (jg),  USNRF 
C.  D.  Gibbs.  Lieutenant  (jg),  USXRF 
R.  E.  Kinkead,  Lieutenant  (jg),  USNRF 
T.  Marceau,  Ensign  (T),  USN 

F.  M.  Smith,  Ensign  (T),  USN 

C.  E.  Miller,  Ensign  (T),  USN 
Roy  Childs,  Gunner  (T),  USN 
Grover  Williams,  Gunner  (T),  USN 
Herbert  C.  Conner,  Machinist  (T),  USN 
William  T.  Evans,_ Machinist  (T),  USN 
Francis    W.    Orpin     (EDO),    Ensign, 

USNRF 

G.  H.  Frederick,  Ensign  (T),  USN 

A.  M.  O.  Wood,  Asst.  Surgeon,  USNRF 
George  Crofton,  Lieut,  (jg)  (T),  USN 
L.  C.  Harris,  Acting  Chaplain,  USN 
William  Condon,  Gunner  (T),  USN 
William  H.  Glasper,  Gunner  (T),  USN 
Harry  V.  Kelly,  Boatswain  (T).  USN 
John  J.  Solosky,  Pay  Clerk  (T),  USN 
Roy  Chllds,  Ensign  (T),  USN 

D.  W.  Hand,  Ensign,  USN 


Frederick  T.  Montgomery,  Act.  Ensign, 
USN 

Adolph  Peterson,  Ensign,  USN 
Oscar  Benson,  Ensign,  USN 
Stephen  A.  Loftus,  Ensign,  USN 
Robert  J.  Kingsmill,  Ensign,  USN 
George  R.  Blauvelt,  Ensign,  USN 
Carleton  I.  Wood,  Asst.  Surgeon,  USN 
Ben  L.  Norden,  Asst.  Surgeon,  NNV 
Ralph  W.  Swearingen,  Asst.  Pay.,  USN 
Samuel  H.  Kiiowles,  Asst.  Paymaster 

(T),  USN 
Geo.  G.  Schweizer,  Asst.  Pay.  (T),  USN 
Thomas  P.  Kane,  Boatswain  (T),  USN 
Coenraad  Lichtendahl,  Boatswain  (T), 

USN 
Loar  Mansbach,  Gunner  (E)  (T),  USN 
Louis  M.  Palmer,  Gunner  (T),  USN 
Arthur  F.  Armstrong,  Gunner  (T),  USN 
G.  H.  Toepfer,  Carpenter  (T),  USN 
R.  Anderson,  Gunner  (T)  (R),  USN 
O.  L.  de  Vasconcelles  (Secunde  Tenente, 

Brazilian  Navy) 

of  Reporting  on  Board 
E.  E.  Herrmann,  Ensign,  USN 
H.  P.  Kirby,  Midshipman,  USN 
L.  C.  Lawbaugh,  Midshipman,  USN 
W.  I.  Leahy,  Midshipman,  USN 

C.  V.  Lee,  Midshipman,  USN 
E.  Lewis,  Midshipman,  USN 
J.  A.  Lusk,  Midshipman,  USN 
H.  D.  Lyttle,  Midshipman,  USN 

E.  D.  McEathron,  Midshipman,  USN 

D.  A.  Hughes,  Midshipman,  USN 
Harold  W.  Gamble,  Dental  Surgeon, 

USNRF 
John  F.  Donelson,  Lieutenant,  USN 
Leiand  S.  Swindler,  2nd  Lieut.,  USMC 
John  M.  Luby,  Captain,  USN 
Turner  F.  Caldwell,  Commander,  USN 
George  B.  Keester,  Lieut.  Comdr.,  USN 
Elliott  F.  Pettigrew,  Ensign  (T),  USN 
Linn  D.  Shipman,  Ensign  (T),  USN 
Albert  P.  Rumsey,  Ensign  (T),  USN 
Omar  T.  Pfeiffer,  Captain.  USMC 
George E.  Henning,  Boatswain  (T),  USN 
John  L.  Matthews,  Ensign  (T),  USN 
Ralph  S.  Maughan.  Ensign  (T),  USN 
Walter  B.  Holder,  Ensign  (T),  USN 
Edward  D.  Magill,  Ensign  (T),  USN 
John  A.  Meyer,  Ensign  (T),  USN 
Mackey  C.  Saylor,  Gunner  (T),  USN 


OFFICER  PERSONNEL 


331 


U.  S.  S.  SUSQUEHANNA 

(Transport) 


Z.  H.  Madison,  Commander,  USN 
A.  B.  Reed,  Lieut.  Commander,  USN 
R.  S.  Chew,  Jr.,  P.A,  Paymaster,  USN 
M.  Hudson,  Lieutenant  (jg),  USN 
L.  B.  Scott,  Ensign,  USN 
C.  H.  Hosung,  Ensign,  USN 
E.  H.  Faro,  Ensign,  USNRF 
O.  T.  Purcell,  Ensign,  USN 
W.  M.  Snell,  Ensign,  USNRF 


L.  W.  Gumz,  Boatswain,  USN 

R.  S.  Savin,  Gunner,  USN 

G.  O.  Farnsworth,  Gunner,  USN 

H.  R.  Newby,  Carpenter,  USN 

H.  W.  Niels.  Ensign,  USNRF 

W.  T.  Oppenheimer,  Asst.  Surg.,  USN 

L.  A.  Puckett,  Act.  Pay  Clerk,  USN 

J.  E.  Malcolmson,  Asst.  Surgeon,  USN 

R.  E.  Morton,  Asst.  Paymaster,  USN 


Relief  Officers  in  Order  of  Reporting  on  Board 


B.  D.  Schmidt,  Asst.  Paymaster,  USN 
W.  E.  Davis,  Asst.  Paymaster,  USN 
G.  G.  Holliday,  P.  A.  Surg..  USNRF 
R.  G.  Avery,  Lieutenant  (jg),  USNRF 

C.  M.  Cain,  Machinist  (T).  USN 
A.ffl.  George,  Lieutenant,  USNRF 
H.^H.  Williamson,  Pharmacist,  USNRF 
A.  O.  Mundale,  Boatswain  (T),  USN 
W.  B.  Anderson,  Gunner,  USN 

C.  Wright.  Machinist  (T),  USN 
M.  A.  Beach,  Carpenter  (T),  USN 
H.  M.  Home,  Lieutenant,  USN 

F.  S.  Williams,  Lieutenant,  USNRF 

P.  S.  Stewart,  Lieutenant  (jg),  USNRF 
W.  P.  Ames,  Ensign,  USNRF 
J.  D.  Herbert,  Ensign,  USNRF 

G.  T.  Boone,  Ensign,  USNRF 
J.  G.  Lewis,  Ensign,  USNRF 

R.  A.  Gilbert,  Asst.  Surgeon,  USN 
C.  C.  Wheeler,  Chap.  Lt.  (jg),  USNRF 
J.  W.  Whitney,  Lieut,  (jg),  USNRF 
A.  C.  Schroeder,  Lieut,  (jg),  USNRF 
S.  H.  Packer,  Ensign,  USNRF 
H.  G.  W.  Parmele,  Ensign,  USNRF 
W.  L.  Martin,  Asst.  Surgeon,  USN 
F.  L.  Buckley,  Asst.  Paym.,  USNRF 


R.  P.  Morse,  Dental  Surgeon,  NNV 
E.  R.  Perkins,  Act.  Pay  Clerk  (T),  USN 
V.  B.  Felitto,  Gunner,  USNRF 
J.  C.  M.  Small,  Ensign  (T),  USN 
G.  F.  Rieman,  Ensign  (T),  USN 

D.  P.  Robinson,  Ensign  (T),  USN 

E.  L.  Stites.  Ensign  (T),  USN 
J.  F.  Sullivan,  Ensign  (T),  USN 
H.  S.  Warren,  Ensign  (T),  USN 
G.  M.  West,  Ensign  (T),  USN 
J.  L.  Freese,  Ensign  (T).  USN 

W.  T.  Davidson,  Dental  Surgeon.  USN 
C.  Castelloe,  Asst.  Surgeon,  USN 
W.  A.  Busse,  Ensign,  USNRF 

F.  E.  Graves,  Ensign,  USNRF 

T.  W.  Greenland,  Ensign,  USNRF 
A,  Jablons,  Asst.  Surgeon,  USN 
H.  H.  Fenskov.  Boatswain  (T).  USN 
E.  H.  Vanderbeck,  Gunner  (T).  USN 
C.  C.  Fry,  Machinist  (T).  USN 
M.  A.  Beach,  Carpenter  (T),  USN 
M.  P.Hanlon,  Lieut,  (jg),  USNRF  (MC) 
J.  McNaught,  Lieut,  (jg),  USNRF 
J.  Shaw,  Act.  Pay  Clerk  (T),  USN 
W.  P.  Mull,  Lieutenant  (MC),  USN 
W.  C.  Carroll,  Lieut.  (DC)  (jg),  USNRF 


U.  S.  S.  TACOMA 
(Cruiser) 


Powers  Symington,  Commander,  USN 
G.  M.  Cook,  Lieutenant  (jg),  USN 
J.  Garnett,  Lieutenant  (jg),  USN 
E.  Buckmaster,  Lieutenant  (jg),  USN 
H.  H.  Crow,  Lieutenant  (jg),  NNV 
C.  A.  Baker,  Ensign,  USN 
P.  R.  Glutting,  Ensign,  USN 


T.  R.  Solberg,  Ensign,  USN 

J.  Fife,  Midshipman,  USN 

G.  Rowe,  Midshipman,  USN 

P.  K.  Fischler,  Midshipman,  USN 

R.  M.  Hayes,  A.  Surgeon,  USNRF 

W.  A.  Carey,  P.  A.  Paymaster,  NNV 

J.  H.  Ranch.  Asst.  Paym.  (T),  USN 


332    HISTORY  OF  TRANSPORT  SERVICE 


Relief  Officers  in  Order  of  Reporting  on  Board 


W.  B.  Jones,  Act.  Pay  Clerk  (T),  U3N 

H.  M.  Corse,  Lieut,  (jg),  USNRF 

A.  W.  Ford,  Ensign,  USNRF 

S.  Dillon,  Ensign,  USNRF 

R.  H.  Cobb,  Ensign,  USNRF 

W.  D.  I^.IacDougall,  Captain,  USN 

R.  L.  Rowan,  Asst.  Paymaster,  NNV 

F.  J.  Sexton,  2nd  Lieutenant,  USCG 

Duncan  M.  Wood,  Captain,  USN 

D.  Scott,  Ensign  (T),  USN 

P.  Lee,  Ensign  (T),  USN 


N.  D.  Weir,  Ensign  (T),  USN 

F.  Pettit,  Jr.,  Ensign.  USN 

R.  B.  Netting,  Ensign,  USN 

R.  F.  Nelson,  Ensign,  USN 

H.  A.  Ellis,  Lieutenant,  USN 

C.  W.  Jagger,  Ensign  (D),  USNRF 

H.  W.  Proom,  Ensign  (D),  USNRF 

R.  J.  Costigan,  Ensign  (D),  USNRF 

J.  L.  Kahle,  Ensign  (D),  USNRF 

J.  S.  Dean,  Ensign  (D),  USNRF 

W.  B.  Leake,  Asst.  Surgeon,  USNRF 


U.  S.  S.  TENADORES 

{Transport) 

Army  Transport — Officers  Serving  Prior  to  April  17, 1918 


W.  R.  Sexton,  Captain,  USN 
Robert  Henderson,  Commander,  USN 


B.  Y.  Rhodes,  Lieut.  Commander,  USN 
R.  M.  Comfort,  Lieut.  Comdr.,  USN 


(Taken  over  by  Cruiser  and  Transport  Force  in  April,  1918) 
Officers  Serving  After  April  17,  1918 


John  D.  Wainwright,  Commander, USN 
W.  T.  Mallison,  Lieut.  Comdr.,  USN 
H.  J.  Grassie,  Lieutenant,  USN 
C.  J.  Brobeck,  P.  A.  Surgeon,  USNRF 
F.  E.  O'Brien,  Asst.  Surgeon,  USNRF 
R,  Pelliconi,  Lieutenant,  USNRF 
R.  C.  DouU,  Lieutenant,  USNRF 
L.  W.  Busbey,  Lieutenant  (jg),  USNRF 
R.  A.  Gawley,  Lieutenant  (jg),  USNRF 
J.  N.  Nichols.  Asst.  Surgeon.  USNRF 
W.  S.  Rhoades,  Asst.  Paymaster,  USN 
J.  S.  Collins,  Asst.  Paymaster,  USNRF 
I.  W.  Jenkins,  Lieutenant  (jg),  USNRF 
J.  Marcussen,  Lieutenant  (jg),  USNRF 
W.  I.  Green,  Lieutenant  (jg),  USNRF 


O.  Eversen,  Lieutenant  (jg),  USNRF 
George  Merkle,  Ensign,  USNRF 
W.  R.  Kellam,  Ensign,  USNRF 
N.  Jones,  Ensign,  USNRF 

E.  A.  Bell,  Ensign,  USNRF 
R.  R.  Averill,  Ensign,  USNRF 
M.  J.  O'Donnell,  Ensign,  USNRF 
W.  D.  Chambers,  Ensign,  USNRF 

F.  F.  Law,  War.  Machinist,  USN 
W.  W.  Hobelman,  Carpenter,  USN 
L.  S.  Tichener,  Electric  Gunner.  USN 
T.  McGann.  Gunner,  USN 

C.  H.  Spearman,  Pharmacist,  USN 
J.  E.  Wood,  Acting  Pay  Clerk,  USN 


Relief  Officers  in  Order  of  Reportin,g  on  Board 


H.  R.  Thurber,  Ensign,  USN 

R.  B.  Tuggle,  Ensign,  USN 

P.  M.  Clark,  Ensign,  USNRF 

L.  C.  Claff,  Ensign,  USNRF 

D.  Crowell.  Ensign.  USNRF 

J.  S.  Carpenter,  Ensign,  USNRF 

W.  J.  Ilazelwood.  Lieut,  (jg),  USNRF 

A.  G.  Reaves,  Lieutenant,  USN 

C.  T.  Sprout,  Ensign,  USNRF 

F.  H.  Stecher,  Ensign,  USNRF 

C.  R.  Steames,  Ensign,  USNRF 

C.  C.  Stevenson,  Ensign,  USNRF 


E.  G.  Reynolds,  Ensign,  USNRF 
Louis  J.  Connelly,  Captain,  USN 
O.  T.  Miller,  Lieutenant,  USN 

J.  Harder,  Lieutenant.  USN 

F.  J.  Bailey,  Lieutenant,  USNRF 

J.  S.  Rosenthal,  Lieut.  (MC),  USNRF 

E.  B.  Rinker,  Lieutenant  (jg),  USN 
W.  M.  Connelly,  Lieut,  (jg),  USNRF 

F.  A.  Mulcahy.  Ensign,  USNRF 
n.  Schmitz,  Ensign,  USNRF 

J.  T.  Leonard,  Ensign,  USNRF 
H.  K.  Ilutchins,  Eusign,  USNRF 


OFFICER  PERSONNEL 


333 


U,  S.  S.  VON  STEUBEN 


(Crui 

Stanford  E.  Moses,  Commander,  VSN 
Charles  II.  Bullock,  Lieutenant,  USN 
Fred  T.  Berry,  Lieutenant,  I'SN 
Joseph  M.  Mitcheson,  Lieut.,  USNRF 
Joseph  F.  Kaney,  Lieutenant,  I^SNRF 
P.  C.  Cornelius,  Lieut,  (jg),  USNRF 
Eugene  Ames,  Ensign,  tJSNRF 
E.  R.  Cassidy,  Ensign,  USNRF 


scr) 

F.  H.  Lemly,  P.  A.  Paymaster,  USNRF 
A.  E.  Biddingcr,  P.  A.  Surgeon,  NNV 
J.  G.  Harvey,  P.  A.  Surgeon,  NNV 

D.  Dowling,  Chief  Boatswain,  USN 
L.  Haase,  Chief  Carpenter,  USN 

E.  Fisher,  Gunner,  USN 

E.  A.  Healy,  Machinist,  USN 

F.  W.  Shepard,  Machinist,  USN 


Relief  Officers  in  Order 
P.  W.  Hathaway,  Pay  Clerk,  USN 
Fred  J.  Butterfield,  Lieut,  (jg),  USNRF 
James  L.  Fisher,  Ensign,  L'SN 
John  M.  Haines,  Ensign,  USN 
Richard  F.  Norvell,  Ensign,  USNRF 
Augustus  H.  Wordell,  Ensign,  USNRF 
Eric  P.  Teschner,  Machinist,  USN 
Emil  A.  Lichtenstein,  Lieutenant,  USN 
Andrew  B.  Williams,  Pay  Clk.,  USNRF 
Niles  A.  Bolin,  Lieut,  (jg)  (D),  USNRF 
Chas.  M.  Mundie,  Lieut,  (jg),  USNRF 

C.  D.  Bennett,  Lieut,  (jg),  USNRF 
James  C.  McDermott,  Ensign  (T),  (G), 

USN 
Nathan    K.    Bassarear,    Ensign    (D), 

USNRF, 
E.  T.  Comins,  Ensign,  USNRF 
Yates  Stirling,  Captain,  USN 
H.  E.  Rideout,  1st  Lieutenant,  USCG 
Edgar  O.  Galyon,  Lieut,  (jg),  USNRF 
V.  E.  Babington,  Asst.  Surgeon,  USNRF 
P.  F.  F.  Wangerin,  Ensign,  USNRF 
Jesse  F.  Spink,  Ensign,  USNRF 
George  H.  Sipp,  Gunner  (T),  USN 
James  Sanders,  Carpenter  (T),  USN 
H.  J.  GiHen,  Act.  Pay  Clerk,  USNRF 
A.  B.  Weinberger,  Lieut,  (jg),  USNRF 

D.  G.  Schmitz,  Ensign  (T),  USN 
H.  Hilton-  Green,  Ensign  (T),  USN 

E.  C.  Haaren,  Ensign  (T),  USN 

K.  W.  Mayo,  Dental  Surgeon,  USNRF 

D.  M.  Waesche,  Ensign,  USNRF 

M.  Palmer,  Ensign,  USNRF 

H.  D.  Grinnell,  Ensign,  USNRF 

H.  Harvey,  Ensign,  USNRF 

R.  L.  Tegart,  Asst.  Paym.,  USNRF 

R.  K.  Bonsteel,  Asst.  Paym.,  USNRF 


of  Reporting  on  Board 

E.  Stohan,  Boatswain  (T),  USN 
C.  Shilasky,  Boatswain,  USNRF 
S.  D.  Morgan,  Machinist,  USNRF 
J.  J.  Comas,  Machinist,  USNRF 
N.  Jensen,  Machinist  (T),  USN 

C.  Fairman,  Pay  Clerk  (T),  USN 
H.  Brumberger,  Gunner  (T),  USN 
R.  M.  Ihrig,  Ensign,  USN 
R.  E.  Jennings,  Ensign,  USN 
Frank  Pardee,  Jr.,  Ensign,  USNRF 
W.  B,  McCormick,  Ensign,  USNRF 
R.  Rowland,  Ensign,  USNRF 
W.  M.  Evans,  Gunner  (E),  USNRF 
W.  J.  Dragon,  Machinist  (T),  USN 

F.  A.  Brannen,  Lieut,  (jg),  USNRF 
W.  E.  Davis,  Asst.  Paymaster,  USN 
Mason  Scudder,  Ensign,  USNRF 
W.  W.  Ryan,  Ensign,  USNRF 

J.  L.  McHenry,  Ensign,  USNRF 

J.  E.  Pilkington.  Ensign,  USNRF 

S.  A.  Mann.  Pay  Clerk,  USNRF 

C.  R.  Miller,  Captain,  USN 

J.  W.  Wilcox,  Commander,  USN 

Chas.  Blount,  Ensign,  USNRF 

J.  Baker,  Ensign,  USNRF 

B.  A.  Larsen,  P.  A.  Surgeon,  USNRF 

W.  P.  Gaddis,  Lieut.  Comdr.,  USN 

H.  Langworthy,  Lieutenant,  USNRF 

M.  G.  Tucker,  Ensign  (T),  USN 

E.  S.  Underhill,  Ensign  (T),  USN 

H.  Schaetzle,  Ensign  (T),  USN 

J.  F.  Roth,  Ensign  (T),  USN 

W.  H.  Van  Wart,  Ensign  (T),  USN 

John  B.  Ford,  Ensign  (T),  USN 

Fred  S.  Treat,  Ensign  (T),  USN 

Max  von  Schrader,  Ensign  (T),  USN 

W.  Guerry,  Lieut,  (jg)  (PC),  USN 


U.  S.  S.  WILHELMINA 

{Transport) 


W.  T.  Tarrant,  Commander,  USN 
J.  B.  Gilmer,  Lieut.  Commander,  LTSN 
J.  W.  Jory,  Lieut.  Commander,  USNRF 
W,  I.  Causey,  Lieutenant,  USN 


D.  Caldwell,  Lieut,  (jg),  USNRF 
G.  A.  Berndtson,  Lieut,  (jg),  USNRF 
I.  T.  Fahlberg,  Lieut,  (jg),  USNRF 
W.  Van  Houton,  Ensign,  USNRF 


334    HISTORY  OF  TRANSPORT  SERVICE 


G.  W.  Walton,  Ensign,  USNRF 
F.  A.  Willard,  Ensign,  USXRF 

E.  F.  Baldwin.  Ensign,  USNRF 
J.  Young,  Lieutenant,  USXRF 

J.  G.  Hutchinson,  Lieut,  (jg),  USNRF 

F.  J.  Rogers,  Lieut,  (jg),  USXRF 
E.  P.  Herney,  Ensign,  USNRF 
J.  O.  Crom,  Machinist,  USN 

H.  L.  Brown,  Surgeon,  USN 

C.  D.  Shannon,  Asst.  Surgeon,  USN         I 

C.  M.  McKee,  Asst.  Surgeon,  USX^RF    J 

Relief  Officers  in  Order 
John  Grady,  Commander,  USN 

E.  F.  Manning,  Ensign,  USN' 

F.  J.  Scheufele,  Ensign,  USNRF 
L.  W.  Smith,  Ensign,  USXRF 
A.  A.  Sayres,  Ensign,  USXRF 

F.  C.  Seymour,  Ensign,  USXRF 
P.  S.  Sampson,  Ensign,  USXRF 

G.  B.  Ruggles,  Ensign,  USXRF 
A.  H.  Schow,  Ensign,  USXRF 
T.  W.  Salmon,  Ensign,  USXRF 

C.  Foose,  Lieutenant  (jg),  USXRF 
R.  J.  Routledge,  Lieut,  (jg),  USXRF 
H.  L.  Sweetser,  Ensign,  USXRF 

D.  W.  Ladd,  Ensign,  USXRF 


J.  F.  LaSalle,  Pharmacist,  USN 

A.  R.  Schofield,  P.  A.  Paymaster,  USN 

C.  D.  Everingham,  Asst.  Paym.,  USNRF 

F.  C.  Welch,  Asst.  Paymaster.  USNRF 
W.  F.  Brown,  Pay  Clerk,  USN 

D.  J.  Lewis,  Pay  Clerk,  USNRF 
H.  P.  Gleason,  Boatswain,  USN 

G.  B.  Dahlman,  Gunner,  USN 
J.  F.  Shea,  Gunner,  USN 

W.  Stoudt,  Carpenter,  USN 


of  Reporting  on  Board 
J.  A.  Lunn,  Ensign,  USNRF 
N.  P.  Patterson,  Ensign,  USNRF 
J.  C.  Paden,  Lieutenant  (MC),  USN 
J.  P.  Worsham,  Pay  Clerk,  USNRF 
G.  W.  Clark,  Lieutenant,  USN 
R.  J.  Crocker,  Lieutenant  (jg),  USNRF 
I.  Jacobson,  Lieutenant  (jg),  USNRF 
H.  F.  Reid,  Ensign  (T),  USN 
J.  R.  Witbeck,  Ensign  (T),  USN 
W.  J.  Wolf,  Ensign  (T),  USN 
F.  R.  tThlig,  Ensign  (T),  USN 
W.  M.  Toomey,  Ensign  (T),  USN 
A.  S.  TMiitehead,  Lieutenant,  USNRF 
D.  M.  Yoder,  Ensign  (T),  USN 


U.  S.  S.  YORKTOWN 
{Cruiser) 


William  H.  Allen,  Commander,  USN 
David  C.  Guest,  Lieut.  Comdr.,  USNRF 
Frank  L.  Lowe,  Lieutenant,  USN 
Walker  P.  Rodman,  Lieut.  (T)  (jg),USN 
Clyde  Morrison,  Lieut.  (T)  (jg),  USN 
Walter  E.  Torrey,  Lieut,  (jg),  USXRF 
Raymond  M.  Bright,  Lieut.  (PC),  USN 
Thomas  F.  Long,  Lieut.  (MC),  USN 
Daniel  F.  Black,  Ensign,  USNRF 


Linton  H.  Smith,  Ensign,  USNRF 
Henry  L.  Bray,  Ensign,  USNRF 
LeRoy  L.  Carver,  Ensign,  USNRF 
Paul  C.  Noble,  Ensign,  USNRF 
Chauncey  G.  Ollinger,  Pay  Clerk,  Act., 

USN 
Charles  F.  Clark,  Boatswain  (T),  USN 
Carl  Herrick,  Pay  Clerk  (T),  USN 


U.  S.  S.  ZEELANDIA 


(Tran 

Robert  Henderson,  Commander,  USN 
J.  J.  McCracken,  Lieut    Comdr.,  USN 
W.  J.  Blake,  Lieutenant,  USNRF 
C.  W.  W«,itzel,  Lieutenant,  USN 
J.  W.  Kirschner,  Lieutenant,  USXRF 
Elliot  Ranney,  Asst.  Paymaster,  Lieut., 

USXRF 
R.  A.  McDonnell,  Supply  Off.  Lt.  (jg), 

USXRF 
William  T.White,  Lt.(jg)  (D),  USXRF 
Victor  J.  Noel,  Lieut,  (jg)  (D^,  USNRF 
Harry  D.  Chemnitz,  Lieut,  (jg)   (D), 

USNRF 


sport) 
E.  V.  Ferrandini,  Lt.  (jg)  (D).  USNRF 
Ausey  H.  Robnett,  Surgeon,  USN 
Ed.  A.  Mullen,  Asst.  Surgeon,  USN 
Jno.  A.  B.  Sinclair,  Act.  Asst.  Surg.,  USN 
B.  E.  Munroe.  Ensign  (D),  USNRF 
S.  F.  Houston,  Ensign  (D),  USNRF 
R.  E.  Lindorff,  Ensign  (D),  USNRF 
G.W.  E.Mikkelson,  Ensign  (E),  USNRF 
George  P.  Hynes,  Ensign  (E),  USNRF 
E.  F.  Alward,  Ensign  (D),  USXRF 
Leslie  R.  Bristow,  Ensign  (D).  USNRF 
Dwight  C.  Ely,  Ensign  (D),  USNRF 
Henry  T.  Mitchell,  Lieut,  (jg)  (E),USN 


OFFICER  PERSONNEL 


S35 


F.  W.  Atherton,  Boatswain,  USN 
C.  R.  Brown,  Gunner  (E),  USN 
W.  H.  Buchanan,  Carpenter,  USN 
F.  Carter,  Machinist,  USN 
Edward  P.  Lapp,  Pay  Clerk,  USN 

Relief  Officers  in  Order 
F.  H.  Babcock,  Asst.  Paymaster,  En- 
sign, USNRP 
John  A.  Salb,  Asst.  Surgeon,  USNRF 
James  F.  McGrath,  Dental  Surg.,  USN 
P.  M.  Woodwell,  Ensign  (T)  (D),  USN 
John     Walter     Young,     Ensign     (D), 

USNRF 
Maurice  A.  Malandain,  Lieut,  (jg)  (E), 

USNRF 
Oliver  H.  Clark,  Ensign  (E),  USNRF 
David  Lyons,  Commander,  USN 
W.  C.  MorhoflF,  Lieutenant,  USNRF 
Chas.  A.  Wilson,  Ensign,  USNRF 
Frank  H.  Smith,  Ensign,  USNRP 
R.  B.  Scharman,  Ensign,  USNRF 
Harry  C.  Evans,  Ensign,  USNRF 
W.  L.  Radclifif,  Ensign,  USNRF 


Louis  Lindenmayer,  Pay  Clerk,  USN 
Charles  F.  Whitmore,  Pharmacist,  USN 
Thomas  M.  Diegnan,  Gunner  (E),  USN 
R.  N.  Rindernecht,  Ensign  (D), USNRF 

of  Reporting  on  Board 
J.  S.  Sutton,  Ensign,  USNRF 
H.  E.  Clark,  Boatswain,  USN 
E,  A.  Lichtenstein,  Lieut.  Comdr.,  USN 
G,  G.  Meade,  Lieutenant,  USNRF 
R.  A.  Fox,  Ensign,  USNRF 

E.  Daskam,  Ensign,  USNRP 

R.  F.  Tillman,  Ensign  (T),  USN 
P.  H.  Weinberg,  Ensign  (T),  USN 
R.  McK.  Stover,  Ensign  (T),  USN 
P.  A.  Thompson,  Ensign  (T),  USN 

C.  C.  Reynolds,  Ensign  (T),  USN 

F.  R.  Strayer,  Ensign  (T),  USN 
M.  R.  Thompson,  Ensign  (T),  USN 
J.  W.  Young,  Ensign,  USNRF 

R.  A.  McDonnell,  Lieut.   0"g)    (PQ. 
USNRF 

D.  C.  Moore,  Pharmacist,  USN 


OFFICERS     SERVING     IN     ARMY     TRANSPORTS 
UNDER  VICE  ADMIRAL  CLEAVES,  U.  S.  N. 

CONVOY  OPERATIONS 


B.  B.  Bierer,  Commander  USN 
P.  N.  Olmsted,  Commander,  USN 
S.  V.  Graham,  Commander,  USN 
W.  R.  Sexton,  Commander,  USN 
J.  R.  Defrees,  Commander,  USN 

C.  Shackford,  Commander,  USN 
W.  N.  Jeffers,  Commander,  USN 

H.  W.  Osterhaus,  Lt.  Commander,  USN 
L.  Coxe,  Lieut.  Commander,  USN 

D.  T.  Ghent,  Lieut.  Commander,  USN 
G.  P.  Chase,  Lieut.  Commander, USN 

A.  C.  Pickens,  Lieut.  Commander,USN 
P.  E.  Dampman,  Lt.  Commander,  USN 
S.  L.  H.  Hazard,  Lt.  Commander,  USN 
O.  Hill,  Lieut.  Commander,  USN 

C.  P.  Parker,  Lt.  Commander,  USNRF 
W.  L.  Beck,  Lieutenant,  USN 

B.  R.  Ware,  Jr.,  Lieutenant,  USN 
J.  L.  Kauiffman,  Lieutenant,  USN 
S.  Cochran,  Lieutenant,  USN 

R.  King,  Lieutenant,  USN 

R.  M.  Comfort,  Lieutenant,  USN 

C.  M.  Smith,  Lieutenant,  NNV 
F.  A.  Braisted,  Lieutenant,  USN 
W.  J.  Gessner,  Lieutenant,  USNRF 


W.  B.  Kimball,  Lieutenant,  USNRP 
O.  C.  Greene,  Lieutenant  (jg),  USN 
J.  B.  Oldendorf,  Lieutenant  (jg),  USN 
A.  Y.  Lanphier,  Lieutenant  (jg),  USN 
R.  C.  Smith,  Jr.,  Lieutenant  (jg),  USN 
J.  D.  Smith,  Lieutenant  (jg),  USN 
C.  J.  Bright,  Lieutenant  (jg),  USN 
J.  J.  Drury,  Lieutenant  (jg),  USNRP 
R.  E.  Dennett,  Lieutenant  (jg),  USN 
R.  S.  Parr,  Lieutenant  (jg),  USN 
F.  C.  Lane,  Lieutenant  (jg),  USNRP 
R.  D.  Tisdale,  Ensign,  USN 
P.  Marshall,  Ensign,  USN 
L.  P.  Safford,  Ensign,  USN 
R.  A.  Awtrey,  Ensign,  USN 
C.  A.  Krez,  Ensign,  USN 
H.  M.  Home,  Ensign,  USN 
A.  B.  Root,  Ensign,  USN 
T.  D.  Warner,  Ensign,  USN 
W.  E.  Miller,  Ensign,  USN 
W.  J.  Forrestel,  Ensign,  USN 
W.  S.  Carrington,  Ensign,  LTSN 
H.  J.  Redfield,  Ensign,  USN 
H.  J.  Grassie,  Ensign,  USN 
K.  McGinnis,  Ensign,  USN 


336     HISTORY  OF  TRANSPORT  SERVICE 

OFFICERS  SER\TNG  IN  ARMY  TRANSPORTS 
UNDER  VICE  ADMIRAL  CLEAVES 


ANTILLES 
Daniel  T.  Ghent,  Commander,  USN 

CALAMORES 
A.  Staton,  Lieut.  Commander,  USN 
R.  Wainwright,  Lt.  Commander,  USN 
J.  C.  Tyler,  Lieut._  (jg),  USN 
C.  L.  Jacobsen,  Lieut,  (jg),  USN 

EDWARD  LUCKENBACH 

A.  C.  Pickens,  Commander,  USN 

R.  C.  Smith,  Jr.,   Lieut.  Commander, 

USN 
A.  W.  Sears,  Lieut.  Commander,  USN 
R.  E.  Dennett,  Lieutenant,  USN 
W.  W.  Bowes,  Jr.,  Lieutenant,  USNTIF 
N.  B.  Rhoades,  P.  A.  Paymaster,  USN 

EL  OCCIDENTE 
H.  W.  Osterhaus,  Captain,  USN 

FINLAND 

S.  V.  Graham,  Commander,  USN 
W.  J.  Giles,  Lieut.  Commander,  USN 
W.  J.  Forrestel,  Lieutenant  (jg),  USN 
R.  F.  Skylstead,  Lieutenant  (jg),  USN 


LENAPE 

P.  E.  Dampman,  Commander,  USN 
Chauncey  Shackford,  Commander,  US  N 

LOUISVILLE 
J.  P.  Jackson,  Commander,  USN 

MALLORY 

G.  P.  Chase,  Lieut.  Commander,  USN 
R.  L.  Love,  Lieutenant,  NNV 
R.  E.  Keating,  Lieutenant  (jg),  USN 
A.  G.  Burt,  Lieutenant  (jg),  USNRF 
M.  J.  Dierlam,  Lieutenant  (jg),  USNRF 

MONTANAN 

P.  N.  Ohnsted,  Captain,  USN 

MOMUS 
W.  N.  Jeffers,  Captain,  USN 

PASTORES 

O.  Hill,  Lieut.  Commander,  USN 
R.  S.  Parr,  Lieutenant,  USN 
R.  A.  Awtrey,  Lieutenant,  USN 
M.  Comstock,  Lieutenant  (jg),  USN 


INDEX 


INDEX 


Abandon  Ship  Drill,  37,  182 
Agamemnon,  S.  S.,  143 
AUedo,  U.  S.  S.,  103,  108 
AUman,  Darral,  Sergeant,  U.  S.  A., 

176 
Almon,  Lieut.,  146 
Amble,  Ben,  mate,  51 
Anderson,  G.  A.,  seaman,  115 
Anderson,  seaman,  121 
Antigone,  S.  S.,  11,  130 
Antilles,  S.  S.,  sinking  of,  103 
Army  personnel,  at  sea,  179 
Atlcmtian,  S.  S  ,  158 
Ausburne,  C.  L.,  electrician,  104 
Aviators,  naval,  66 

Bainbridge,  Surgeon  W.  L.,  193 
Baird,  A.  K.,  seaman,  173 
Baker,  Lieut.  Edward,  114 
Baker,  Newton  D.,  letter  to  Admiral 

Gleaves,  61 
Barker,  Lieut.  Comdr.  W.  C,  177 
Baimiann,  Coxswain,  129 
Beresford,  Admiral  Lord,  22 
Bergert,  Second  Lieut.  E.  O.,  164 
Blamer,  Captain  DeW.,  40 
Bloomersdyk,  8.  S.,  136 
Bossum,  8.  8.,  141 
Bradford,  Lieut.  Comdr.  Gerard,  139 
Breslau,  German  Cruiser,  21 
Briggs,  E.  B.,  seaman,  143 
Bright,  Lieut.  C.  J.,  140 
Brvnhhum,  British  S.  S.,  173 
British  naval  activity,  25 

Grand  Fleet,  25 
Bristle,  Lieut.  Comdr.  A.  L.,  52 


Buford,  S.  S.,  108 
Bumey  Gear,  85 

Calhoun,  U.  S.  S.,  177 
Callahan,  Lieut.  J.  S.,  175 
Camilla  Rickners,  see  Ticonderoga, 

195 
Camouflage,  82 
Carey,  Lieut.  J.  C,  46 
Carolina,  S.  S.,  134 
Carver,  Lieut.  Clifford  N.,  102 
Central  Powers,  military  advantages 

of,  in  1917,  19 
Chaddick,  seaman,  121 
Chevalier,  Lieut.,  67 
Christian  Knudson,  S.  S.,  136 
Christy,  Capt.  H.  H.,  138 
Cincinnati,  S.  S.,  124 
City  of  8avamiah,  S.  S.,  108 
Clopton,  Lieut.  Col.  W.  H.,  Jr.,  117 
Cole,  Capt.  W.  C,  177 
Collins,  Lieut.  C.  J.,  125,  138 
Harry,  fireman.  216 
Comdr.  Marshall,  125 
ComH&erce,  condition  of  neutral,  in 

1917,  20 
Convoy,  33 

Instructions,  37 
Procedure  for,  88 
Corsair,  U.  S.  S.,  41,  103,  108 
Cosick,  S.  J.,  electrician   1st  class, 

177 
Covington,  U.  S.  S.,  loss  of,  124,  131 
Crisis  of  the  War,  17 
Cruiser  and  Transport  Force,  scope 

of,  27 


339 


340 


INDEX 


Squadron  One,  Squadron  Two,  155 

Size  in  November,  1918,  30 

Material  of,  100 

Organization,  240 

Record  of  ships,  246 

Demobilized  and  disbanded,  101 
Gumming s,  U.  S.  S.,  46 
Curtis,  Lieut.  Comdr.  E.  E.,  148 
Cushing,  U.  S.  S.,  44 
Cyclops,  U.  S.  S.,  51 

Danger  zones,  submarine,  183 
Daniels,  Josephue,  letter  to  Admiral 

Gleaves,  60 
Dante  AligMeri,  S.  S.,  125 
Darkening  ship,  84 
Davidovici,  Sergeant,  Osias,  U.  S.  A., 

176 
De  Kalb,  U.  S.  S.,  42,  125 
Depth  bombs,  82 
Deutschland,  U-boat,  135 
Dismiikes,  Capt.  D.  E.,  143 
Downie,  James,  Fourth  Eng.  Officer, 

215 
Doyle,  Capt.  S.  H.  R.,  174 

Lieut.  Comdr.,  145 
"Drowning  Drill,"  183 
DufTy,  Gunners  Mate,  144 
Dunn,  Joseph,  seaman,  51 
Dupetit-Thomars,  torpedoed,  86 
Dioinsk,  S.  S.,  torpedoed,  204 

Easdale,  David,  carpenter,  139 
Edwards,  Lieut.  B.  C,  125 
Emergency  Fleet  Corporation,  26 
Escort,  33 

Fales,  Lieut.  DeC,  102 
Fallon,  George,  seaman,  216 
Fanning,  U.  S.  S.,  41 
Finland,  S.  S.,  torpedoed,  108 
First  Expedition,  The,  speed,  32,  42 
Make-up,  33 
Orders  for  sailing,  38 
First  group  attacked,  42 


Sights  Belle  Isle,  45 
Second  group  attacked,  46 
Return  voyage,  54 

First  voyage,  lessons  learned  from, 
62 

Fitzgerald,  Patrick  F.,  fireman,  153 

Fltisser,  U.  S.  S.,  108 

Foch,  General,  53 

Follis,  fireman,  151 

Foote,  Capt.  P.  W.,  113 

Foreign   transports    in   U.    S.    con- 
voys, 202 

Fourth  of  July,  Paris,  1917,  52 

France,    political   disintegration    in\ 
1917,  20 

Franklin,  P.  A.  S.,  27 

Frank  W.  Kellog,  Tanker,  164 

Franz,  Capt.-Lieut.,  201 

Frederick,  U.  S.  S.,  177 

Fremont,  Lieut.  Comdr.  J.  C,  44 

Fulcher,  Lieut.,  200 

Fulton,  William  H.,  127 

Gagan,  Pay  Clerk,  141 
Galveston.  U.  S.  S.,  156,  195 
George  Washington,  S.  S.,  125,  131, 

186 
George  Whittimcre,  "Q"  ship,  135 
German  Policy,  achievement  in  1917, 
18 

Admiralty,  the  boast  of,  47 

Drive,  March,  1918,  88 

Military  Plans,  17 

Vessels  allocated  for  transports, 
94 
German  Ships,  typical  German  de- 
struction, 73 

Alteratives  and  refitting,  72 

List  of,  68 

Repairs  by  electric  welding,  71 

Repairs  on  main  engines,  71 

Repairing  the,  68 

Sabotage  on,  70 
Ghent,  Lieut.  Comdr.  D.  T.,  103 
Gherardi,  Captain,  43 


INDEX 


34)1 


Gill,  Lieut.  Comdr.  C.  C,  78 
Gleaves,     Admiral,     Commandatory 

letter  to  the  personnel  of  the 

Cruiser    and    Transport    Force, 

89 
Assigned  to  command,  32 
Goeben,  German  cruiser,  21 
Graf  Waldersee,  S.  S.,  101 
Graham,  Comdr.  S.  V.,  108 
(rrampian,  British  S.  S.,  200 
Graves,  Lieut.  Comdr.  C.  S.,  159 
Great  Northern,  S.  S.,  18,  188 

Collision  of,  173 
Gregory,  C,  linen  keeper,  215 
Greening,  Comdr.,  214 
Griffith,  E;,  boilermaker,  215 
Grout,  E^par  Admiral,  86 
Guttormsen,  Lieut.   Comdr.   P.   A., 

146,  151 

Hadington,  Schooner,  134 

Halifax  disaster,   157 

Hampton  Eoads,  embarkation  port, 

180 
Harris,  Maj.  Clifford  L.,  U.  S.  A., 

135 
Hasbrouck,  Capt.  E.  D.,  125 
Henderson,  Comdr.  Eobert,  102 
Henderson,  U.  S.  Naval  Transport, 
103 
Eams  a  submarine,  164 
Fire  on  board  S.  S.,  176 
Herbert  L.  Pratt,  S.  S.,  134 
Hicks,  Eoy  0.,  Private,  U.  S.  A.,  164 
High  Seas  Fleet,  German,  25 
Hillman,  Ensign  J.  P.,  139 
Hinds,  Capt.  A.  W.,  158 
Hines,   A.    W.    G.,    Chief   Quarter- 
master, 143 
Hoboken,  embarkation  port,  180 
Hospital  Corpsmen,  training  of,  193 
Hudson,  chief  machinist  mate,  151 
Huntington,  U.  S.  S.,  68,  157 
Hutchinson,  Maj.  Gen.  Grote,  64 


Imperator,  S.  S.,  94 

Influenza  epidemic,  190 

Isaacs,  Lieut.,   115,   122 
Escapes,  233 
Adventures  of,  217 
Prisoner  in  Germany,  226 

James,  Lieut.  Comdr.  Julea,  158 
Jessop,  Comdr.,  70 
JofTre,  Marshal,  53 

Opinion  on  troop  transport,  28 

Missions  to  America,  21 
Johnson,  Asst.  Paymaster,  114 

Eear  Adm.  Marbury,  155 
Jones,  Eear  Adm.  H.  P.,  65,  87 

John,  Greaser,  215 

Kahn,  Kapitan-Lieut.,  222 
Kaiserin  Auguste  Victoria,  S.  S.,  94 
Kalbfus,  Capt.  E.  C,  161 
Kanaivlia,  S.  S.,  46,  103 
Kenyon,  Lieut.  Comdr.  George  W., 

116 
Keough,  M.,  fireman,  215 
E.  L.  LucJcenbach,  S.  S.,  rescue  of, 

162 
Kinch,  water  tender,  149 
Kite  balloons,  68 
Kline,  Lieut.  Comdr.,  116 
Kohls,  Lieut.  C.  A.,  146 

La  France,  French  S.  S.,  174 

Lacaze,  Eear  Admiral,  53 

Lafayette,  Grave  of,  53 

Lanier,  Ensign  E.  B.,  102 

Lambert,  S.  T.,  oiler,  173 

Lamson,  U.  S.  S.,  108 

Lavender,  Lieut.,  67 

Le  Bon,  Vice  Admiral,  53 

Lee,  Lieut  Comdr.  A.  E.,  175 

Lejeune,  Maj.  Gen.,  84 

Lenape,  U.  S.  S.,  125 

Leviathan,  S.  S.,  88,  188 

Lind,  Lieut.  Comdr.  W.  L.,  114,  116 

Liser,  seaman,  158 


342 


INDEX 


Luckenhach,  S.  S.,  attacked,  45 
LudendorfF,  General,  29 
Lutomski,  gunners  mate,  144 
Lyons,  chief  boatswain  mate,  147 

Madison,  Lieut.  Comdr.,  197 

Maiden,  S.  S.,  141 

Martin,  Lieut.  Westley  G.,  113 

J.  J.,  barkeeper,  215 
Mason,  Charles  R.,  Private,  U.  S.  A., 

176 
Maumee,  tanker,  36 
Mayer,  F.  T.,  seaman,  173 
Maijrant,  U.  S.  S.,  177 
McCallum,  Leonard,   chief  yeoman, 

119 
McFarlane,  Lieut.  W.  R.,  175 
Meyers,    George    J.,    chief    yeoman, 

141 
Milliken,  Lieut.  George  W.,   144 
Moorish  Prince,  British  S.  S.,  200 
Morgan,  Rear  Adm.  C.  B.,  101 
Mouellec,  Je.,  French  seaman,  215 
Mount  Vernon,  S.  S.,  torpedoed,  143 
Mowat,  asst.  paymaster,  114,  119 
Muller,  Lieut.,  198 

Naral     Transports,     British     ships 
added,  89 
Overseas    Transportation    Service 
organized,  26 
Navy,  work  of,  24 

Personnel  transport  duty,  185 
Neil,  Comdr.,  47 
Newport    News,    embarkation   port, 

180 
Nielsen,  gunners  mate,  144 
North  Cwrolima,  U.  S.  S.,  67 
Northern  Pacific,  S.  S.,  88,  101,  174 

O'Brien,  U.  S.  S.,  44 

O'Connor,  Charles  L.,  water  tender, 

149 
Oilisg  at  sea,  36,  65 


Orisaha,  S.  S.,  depth  bomb  explosion 
on,  172 

Palmer,  Maj.  Frederick,  50 
Papue,  Captaine  de  Fregate,  86 
Paris,  Fourth  of  July  celebration,  52 
Pattison,  James,  second  eng.  oflficer, 

215 
Paul  Jones,  U.  S.  S.,  177 
Peltier,  General,  50 
Perkins,  Lieut.  Comdr.,  65 
Perriere,  Lieut,  Amauld  de  la,  166 
Pershing,  General,  50,  53 
Perth  Amboy,  tug,  134 
Pickens,  Comdr.  A.  C,  46 
Picpus,  Cemetery  of,  53 
Placet,  Louis,  Chief  Boatswain,  147 
Pocahontas,  S.  S.,  engagement  with 

submarine,  161 
Poincare,  President,  52 
Pollock,  Captain  E.  T.,  125,  193 
Ports  of  debarkation,  87 
President  Lincoln,  S.  S.,  130,  217 

loss  of,  111 
Preston,  U.  S.  S.,  108 
Princess  Matoika,  S.  S.,  125 
Pritchard,  R.  J.,  First  Officer,  215 

"Q"  ship,  135 
Quai  d'  Orsay,  53 

Radio,  83 

Randall,  Lieut.  Comdr.  A.  B.,  115 

Ransom,  John  E.,  Sergeant,  U.  S,  A., 

176 
Read,  U.  S.  S.,  125 
Read,  Lieut.  Comdr.  A.  C,  67 
Red  Cross  Service,  180 
Remy,  Capt.,  Ill,  217 
Return  voyage,  the,  50 
Returning  the  army,  86,  92 
Ribot,  M.,  53 

Rijndam,  S.  S.,  Ill,  125,  130 
Ringelman,  Lieut.,  198 
Richards,  U.  J.,  seaman,  214 


INDEX 


343 


Rochester,  U.  8.  8.,  action  against 

U-boat,  157 
Rondo,  U.  S.  S.,  214 
Rush,  Ensign  R.  McKay,  164 

St.  Louis,  U.  S.  S.,  157 

St.  Nazaire,  47 

Samut,  J.,  assistant  cook,  215 

San  Diego,  U.  S.  S.,  137 

Sunk  by  a  mine,  133 
Sayles,  Comdr.  W.  R.,  47,  52 

Capt.,  164 
Searcy,  Clayton  W.,  Corporal,  U.  S. 

A.,  176 
Seattle,  U.  S.  S.,  32,  42,  67,  157 
See  Adler,  German  raider,  55 
Seltzer,  Louis,  seaman,  79 
Shanks,  Maj.  Gen.  D.  C,  U.  S.  A., 

27,  64,  180 
Sharp,  Ambassador,  53 
Ship  Control  Committee,  27 
Sibert,    General   W.    L.,   U.    S.    A., 

50,  59 
Skilling,  J.  J.,  Chief  Steward,  215 
Smith,  U.  S.  S.,   108,   116,  127 
Smith,  H.  S.,  fireman,  150 
Smoke  Screens,  82 
Soper,  W.  E.,  storekeeper,  215 
South  Dakota,  U.  S.  S.,  100 
Spanish  influenza  epidemic,  190 
8.  P.  Jones,  S.  S.,  141 
Spooner,  H.,  Foreman,  215 
Stafford,  Ensign,  197 
Stanton,  Col.,  U.  S.  A.,  53 
Staton,  Comdr.  Adolphus,  146 
Steele,  Capt.  L.  W.,  Jr.,  107 
Steelt,  Capt.  G.  W.,  Jr.,  177 
Stephana,  British  S.  S.,  136 
Stirling,  Capt.  Yates,  Jr.,  79 
Strathdene,  S.  S.,  136 
Submarine  Areas,  183 
Defense,  78 
Defense.  Burney  G«ar,  85 

camouflage,  82 

darkening  ship,  84 


depth  bombs,  82 

the  lookout,  78 

radio,  83 

smoke  screens,  82 

speed,  80 

tactics  to  destroy,  81 

water-tight  integrity,  84 

zigzag  tactics,  80 
Susquehanna,  S.  S.,  Ill,  130 
Symington,  Lieut.  T.  A.,  52 

Target  practice  at  sea,  55 

Periscope  type  of,  55 
Tenadores,  S.  S.,  101 
Texel,  S.  S.,  134 
Ticonderoga,  S.  S.,  loss  of,  195 
Tilley,  Lieut.  Comdr.  B.  F.,  175 
Tisdale,  Lieut.  R.  D.,  105 
Torpedo,  Characteristics  of,  75 
Train,  33 

Transports,      overhaul     or     repair 
periods,  100 

First    steps    in    preparation    for 
troops,  25 
Transport  fleet  demobilized,  101 

Force  development,  86 

Life,  sidelights  on,  180 

Operations,  summary,  28 
Troops,  return  movement  of,  31 

Carrying   capacity   of,    increased, 
88 

Embarking,  180 

First  to  land,  49 

In  France,  July,  1918,  89 

In  France,  July  to  Nov.,  1918,  90 

Missing,  186 

Monthly  arrivals  of  returned,  99 
Troop   ships   carrying   capacity   in- 
creased, 92 

Safeguarding  the,  75 

U-boat,  typical  attack,  76 
Blockade  breaking,  25 
Contact  with,  166 
In  American  waters,  133 
Progress  of  1917  campaign,  20 


344 


INDEX 


U-151,  134 
U-53,  135 
U-90,  111,  217 
U-139,  165 
UK- 152,  201 

Van  Metre,  Lieut.  T.  E.,  43 

Viviani,  M.,  53 

Von  Steuben,  S.  S.,  177 

torpedo  attacks  on,  79,  216 
Vaterland,  see  Leviathan,  1S8 

Wainwright,      John,       donkeyman, 

215 
JVakiia,  U.  S.  S.,  108 
Walker,  Dinsdale,  Chief  Baker,  215 
Warrington,  U.  S.  S.,  116,  123 
War  Crisis  in  1917,  17 
War  Cypress,  S.  S.,  160 
War    Society    of    the    Cruiser    and 

Transport  Force,  102 
War  time  burial  at  sea,  191 
Water-tight  integrity,  84 


Weigel,  Harry  E.,  Sergeant,  U.   o. 

A.,  176 
West,  W.  S.,  chief  carpenter's  mate, 

175 
West  Point,  S.  S.,  136 
Western  Front  offensive,  18 
White,  Capt.  K.  Drace,  172 
Whitemarsh,  Lieut.,  203 
Whiteside,  Surgeon,  114 
Whiting,  Lieut.,  66,  67 
Wliitlock.  Brand,  53 
Wilhelmina,  U.  S.  S.,  125 
Wilkes,  U.  S.  S.,  43 
Willehad,    Arvny   Cargo    Transport. 

103 
Williamson,   Lieut.   Comdr.   W.    P., 

172 
Woodard,  Ensign,  199 
Worrel,  Marrion  H.,  Sergeant,  U.  S., 

A.,  176 
Wright,  James,  Barkeeper,  216 

Zigzag  Tactics,  80 


This  book  is  DUE  on  the  last 
date  stamped  below 


-.FRIDAY,    AUGUST    IS,    1533 


GIISEI 
DI[S1STIII[ 

Won  D.  S.  M.  for  War  Services; 
Transports  He  Commanded 
Carried     50,000     Soldiers 


Rear  Admiral  Casey  Morgan, 
commander  of  World  War  trans- 
ports, died  yesterday  at  Lake 
Clear,  N.  Y.,  it  was  announced  at 
the  Third  Naval  District  head- 
quarters, 641  Washington  st. 

The  admiral  went  on  a  vacation 
to  Lake  Clear  two  weeks  ago  with 
his  brother.  E.  T.  Morgan,  of  At- 
lanta. Death  was  due  to  a  heart 
ailment.    He  was  sixty-six. 

For  conspicuous  services  in  the 
World  War  Admiral  Morgan  re- 
ceived the  Distinguished  Service 
Medal  The  transports  he  com- 
manded carried  50,000  troops 
safely  to  France, 

He  was  graduated  from  Annap- 
olis in  1888,  served  on  the  Raleigh 
through  the  Spanish-American 
War  and  in  1913  came  to  this 
city  in  charge  of  the  Navy  Pub- 
licity and  Recruiting  Bureaus. 

When  the  United  States  entered 
the  World  War  he  was  made  com- 
mander of  Squadron  Six  Patrol 
Force  of  the  Atlantic  Fleet  and 
then  was  given  command  of  the 
Agamemnon,  formerly  the  Kaiser 
Wilhelm  II. 

From  this  post  he  was  trans- 
ferred to  be  force  transport  of- 
ficer on  the  staff  of  Admiral 
Gleaves.  In  1919  he  was  promoted 
to  Rear  Admiral.  He  served  as 
commandant  of  the  naval  station 
at  Cavite,  P.  I.,  and  as  commander 
of  the  special  service  squadron. 
He  retired  in  1923. 


i^Kii.     >2,     lyal    / 


rr      Veteran  of  the  Navy\ 


^1  ^ 


%--«■ 


I 


Rear  Admiral  Royal  R.  Ingersoll 


Admiral  Royal  Ingersoll 
Is  Dead  at  La  Porte,  Ind.  j 

Veteran    of   Three   Wars   Once 
Served  on  Old  Ironsides        , 

LA  PORTE,  Ind..  April  21  (DP).— Rea| 
Admiral  Royal  Rodney  Ingersoll,  U.  S.  N., 
retired,  died  at  his  home  here  today. 
He  was  eighty-three  years  old.  Fis 
wife  and  only  son.  Captain  Royal  Easo»^ 
Ingersoll,    U.    S.    N.,    were    at    his    sidt. 

Admiral  Ingersoll  became  a  midship- 
man at  .seventeen  and  went  through 
seventeen  battles  during  the  Civil  War, 
serving  at  one  time  on  the  Constitu- 
tion (Old  Ironsides).  After  llie  war 
he  was  graduated  from  the  United 
States  Naval  Academy  in  1868.  < 

Admiral  Ingersoll's  last  active  sea 
service  was  in  1904  when  he  was  chief! 
of  staff  under  Rear  Admiral  "Fighting 
Bob"  Evans  during  the  round-the-wor 
voyage  of  the  Navy. 

Rear  admiral's  stars  were  conferred 
upon  him  in  1908  and  he  retired  from 
active  service,  going  to  La  Porte.  He 
was  recalled  to  .service  durixig  the  World 
War  and  was  made  president  of  a  spe- 
cial board  on  naval  ordnance  in  Wash- 
ington. He  was  author  of  several  works 
on  gunnery. 


ngi 
rldJ 


^,    OCTOBER    3,    1933 


SUCCUMBS 


['  ENGINEER— C  h  arl  es 
^\tz,  who  with  Charles  M. 
Schwab  directed  work  o£  the 
emergency  wartime  fleet, 
and  who  died  in  Washing- 
ton yesterday. 


UC  SOUTHERN  REGIONAL  LIBRARY  FACILITY 


AA    000  977  326    8 


GILES  PIEZ 
DIESINGAPim 
EUl 


^ 


Was  Past  President  of  Amer- 
ican Society  of  iVIechanical 
Engineers;  Active  During  War 


WASHINGTON,  Oct.  2  (AP).— 
Charles  Piez  of  Chicago,  a  past 
president  of  the  American  Society 
of  Mechanical  Engineers,  died  in 
Garfield  Hospital  today  of  pneu- 
monia.   He  was  67. 

With  Charles  M.  Schwab,  he 
directed  the  wartime  work  of  the 
Emergency  Fleet  Corporation,  He 
was  a  friend  of  President  Roose- 
velt and  was  a  White  House  din- 
ner guest  recently. 

His  health  had  been  failing  for 
the  past  five  years  and  he  had  not 
been  active  in  business  since 
Februray,  1932.  Last  May  he 
moved  from  Chicago  to  Washing- 
ton. He  made  his  home  at  the 
Shoreham  Hotel. 

Sirviving  are  his  widow,  Laura 
Sadler  Piez,  formerly  of  Laurel, 
Md.,  and  a  sister,  Ernestine  Piez 
of  New  York. 

Piez  was  made  vice  president 
and  general  manager  of  the 
Emergency  Fleet  Corporation  In 
November,  1917.  He  later  suc- 
ceeded Schwab  as  director  general. 


